Monday, February 15, 2010

When bridges aren't bridges.

Some thoughts excerpted from the introduction of a paper I wrote for school, relevant to bridges...

Urban neighborhoods such as the one under consideration represent a tremendous amount of preexisting public and private investment that goes largely underutilized in favor of continued sprawl. Our post World War II abandonment of traditional city centers has left us struggling environmentally, financially, and culturally as we become more and more isolated from each other as people and bear the burden of our land use decisions, including the loss of ability to participate in interactive civic affairs, alone or in groups small enough to not have sufficient power to initiate change.

Additionally, the suburbanization process has gone on for so long that we’ve come to view it as traditional while what’s actually traditional--walkable, human scaled clusters that provide better access to public and private opportunities for people of all socioeconomic levels--have been relegated to residual status in the dominant public mind-set. It’s this mind-set that represents a cultural situation in need of intervention, as quantitative information pertaining to environmental and financial consequences, when presented absent of cultural context, has been unsuccessful in penetrating the mainstream consumer psyche.

Many previous attempts to economically redevelop urban areas have led to dual economies, one’s in which people from outside the city or neighborhood travel to and from jobs in it that are out of reach to the residents actually living there owing primarily to lack of education. This further disconnects those residents from their own community while necessitating the expansion of transportation and other infrastructure and the public expenditure required to build and maintain it.

Urban residents then are expected to spend generations paying for public infrastructure that has little if any positive effect on their lives but that further robs them of opportunities for investment in themselves and their families. In many ways, they subsidize their own demise. When they are finally unable to keep paying as a result of doing so, the dominant, suburban culture is asked to subsidize them on an individual, subsistence level. This contrived mechanism of systematic disinvestment is then cemented into the dominant public view as urban neighborhoods become further seen as places where individual success is not possible, full of people who cannot manage their own affairs. Avoidance of such places becomes rational and the disinvestment cycle continues at a faster pace as economic and political power concentrate on the more expensive to maintain fringes of municipalities rather than in the center.

31 comments:

zampano said...

Jeff,

Have you watched the Blueprint America: Beyond the Motor City series on PBS? If not, here is the link to the 1st episode about Detroit:

http://www.pbs.org/wnet/blueprintamerica/reports/beyond-the-motor-city/video/939/

An excellent documentary about the history of transportation in the US. Later episodes include a look at Spain's rail system as well as a lengthy interview with Robert Moses.

Good stuff for anyone who is interested.

-Josh

TedF said...

excellent writing Jeff.

Iamhoosier said...

!!

RememberCharlemagne said...

I don't know what you are trying to get at.

You said that this is an excerpt from a larger paper. Maybe in its full context it would make sense.

My first thought is that you don't address why the post war sub-urbanization trend occurred. The reader would conclude from your points that people got together and initiate the trend but I would completely disagree with that notion. I think that the outward growth had more to do with population growth combined with cost. This excerpt neglects this.

B.W. Smith said...

Jameson, I recommend Robert A. Beuregard, When America Became Suburban (University of Minn. 2006) if you want to delve into the issue.

zampano said...

Post WWII suburban growth occurred, namely, as a result of the 1949 Housing Act and the 1956 Highway Act. The federal government pumped billions of dollars into building the suburbs and the infrastructure to support them, then destroyed inner-city neighborhoods that were re-zoned for mostly industrial uses (urban renewal).

I would imagine that Jeff's paper is written from the perspective that this history is understood.

I would like to read the entire paper, though, as this is an excellent excerpt.

RememberCharlemagne said...

Thanks Brandon, can I barrow it none of the public libraries have it.

RememberCharlemagne said...

Zampano,

If this is what Jeff is getting at I will still stand by what I said that it had to do more with population growth and cost.

My understanding is the Housing Act was due to the large population increase of post war known as the baby boom, my parents being apart of it. The Housing Act was a direct investment into urban areas. New Albany even played its part with White Court Housing Projects. The argument can be made that this was a good or bad thing but the government had to do something about the population boom and the increasing cost of urban housing.

My understanding of the Interstate System was that Eisenhower was impressed with the German system and wanted it here for American military reasons. I think that we would all agree that this opened the way for outward residential growth but outward growth happened on scales of different magnitudes prior to WWII. A good example of this would be Silver Hills here in New Albany or Brookline in Boston. Like other cities around the nation Street Cars open areas to convenient commute to CBDs Of course each city is unique.

I don’t know if I would agree with you that the government rezoned urban areas from residential to industrial. There may be examples of this happening in certain cities but as a whole I don’t think this occurred post WWII.

I did see the PBS special about Detroit public transportation current short falls. I thought it was interesting how individuals took it upon themselves to provide transportation where the city didn’t offer it. The Detroit Advocates for increase public transportation still had the blind reasoning that you will find here in Louisville and on this blog. The blind reasoning being the question why and the answer to that being mostly cost.

Did you see the PBS special about the history of Cincinnati’s subway? It is a very great historic perspective of the difficulties of a city attempting to implement comprehensive public transportation. With Cincinnati’s case they attempted even before you factor in the automobile into the equation. Which has a great effect on the evolution of sub-urbanization.

What I find the most interesting of all is the very thing that caused the outward growth from CBDs is now the main reason for Neo-Urbanization and that is cost. I wouldn’t go as far to say that the suburbs are a parasite on urban areas. I would call it growth.

I know there are more variables at play but I can’t attempt to address them all at once.

zampano said...

The 1949 Housing Act cannot be characterized as leading to direct urban investment when the majority of the federal funding was pumped into the suburbs. Not to mention that the Act granted local governments the power of eminent domain to secure land for private use.

In the case of Cincinnati, which you mention, the entire West End neighborhood was destroyed. Between 50,000 and 55,000 people were displaced, nearly all of them black and poor. The neighborhood was then re-zoned for industrial use and Interstate 75 was built through the center of it. Look at the maps if you are incapable of agreeing with that. Read the history of urban renewal in any midwestern city and you will find very similar patterns.

City planners (another term for corporate interests acting in secrecy at that time) were more than happy to accelerate and subsidize the "free market growth" of suburban expansion. But when industry started to leave urban areas, a program of intervention was put into place that would keep industrial areas within city limits, in order to keep the tax dollars within city limits. When it came to the 50,000 people who lost their homes, well, finally, the free market was allowed to operated to "absorb" them. We all know how this played out. If go to downtown Cincinnati today, or Over the Rhine, or Avondale, you can see the effects of the free market at work.

Here is an excerpt from the 1948 Cincinnati Comprehensive Plan that illustrates the predominant attitudes of the day:

"Homes depreciate, partly because they are by their very nature wasting assets,and partly because newer homes being built farther out tend to make them obsolete in terms of size, design, appearance, and layout. The children of the initial homeowners grow up and leave the neighborhood, and the parents have less need of a home. As a consequence, the sale of homes begins to rise again, with changes in the type of population coming into the neighborhood, and with the gradual shift from owner to tenant occupancy, accelerated perhaps by the conversion into smaller apartments of larger homes, for which there is a slow market." (Metropolitan Master Plan, 1948, pp. 17-18)

Perhaps this is the type of thinking which you refer to as "growth." That homes are "wasting assets by their very nature" and that we can keep building further and further out whenever "a new type of population" moves nearer.

These policies and attitudes created the conditions in Cincinnati and many other former industrial cities today: urban sprawl, lack of residents in the central city, absentee landlordism, poor pedestrian access, hyper-segregation, crime, abandoned buildings, industrial pollution, homelessness, concentrated poverty, and abandoned historic neighborhoods.

I have heard the same thing about Eisenhower and the German Interstate Highway system. The problem with that notion is that the US system bears no semblance to the German system whatsoever. Highways in Germany exist on the periphery of the city so as to keep cars out of the city. There is no city in Germany that allows major highways within city limits. The people who live further outside the city park their car at the city's edge and use public transit (largely rail) to get to work.

Throughout the 1950s and 1960s, US cities purposefully built highways through poor, black neighborhoods, then used those same highways as buffer zones and barriers to facilitate segregation and economic isolation. Read anything about Robert Moses.

The federal government also supplied the sewer lines, electricity, and other infrastructure to hasten the development of the suburbs. If those same resources and efforts were put into building denser, more equitable development closer to the CDB with more reliance on public transit, the same issues of "growth and cost" could have been addressed and US cities would look a lot different today.

Albeit a lot more like European cities.

RememberCharlemagne said...

To keep it short I respectfully disagree with about 90% of what you have just said. I don’t think I can fairly address the differences of opinion in a timely manner.
The only part I agree with is the 1948 Cincinnati Comprehensive Plan but you are assuming that I think growth means only outwardly. Reread what I sad before,” What I find the most interesting of all is the very thing that caused the outward growth from CBDs is now the main reason for Neo-Urbanization and that is cost. I wouldn’t go as far to say that the suburbs are a parasite on urban areas. I would call it growth”.

To further expand on this thought your frame of mind is only looking at the time of outward growth. What I have gathered from Robert A. Beuregard is he calls this the short century.

We are now experiencing the continual evolution of a growing city and Neo-urban renewal is coming into its own but this has more to do with what I said earlier about cost. People attempted to reverse the trend in the 1970’s but it wasn’t the right time. Urban pricing was still far too high. Some twenty years later prices in urban areas have come down comparative to their suburban counterparts. To blame the demise of urban areas on the suburbs is a disservice to the truth and the truth is the problem started with urban areas not meeting the present needs at that time. And not until you are honest with why things happened it will be much more difficult to resolve.
The only reason I made a comment about Jeff’s excerpt is that I don’t get it and if your explanations are descriptive of his opinion I think it is a grave disservice on understanding why these events occurred and are occurring. This mode of thought will prevent actual change from taking place.

The New Albanian said...

Come together
Right now
Over him

RememberCharlemagne said...

What do you mean?

zampano said...

First off, I was not trying to clarify Jeff's paper or anything of the sort. He is perfectly capable on that end. I was only saying that I read his excerpt with a certain historical understanding in mind, and with that, I seemed to "get it."

If you disagree with what I have said, feel free to address those disagreements specifically. Otherwise, speaking solely in terms of "growth" and "cost" reminds me of a lot of urban economics classes where everything is explained using outdated growth models and vague assumptions with none of it actually being based in reality.

While I do not blame suburban growth for the demise of inner-cities, the prioritizing of those areas through policy has exacerbated urban problems and is tied up in a framework of prevailing attitudes and policies that perpetuate inequality, dual economies, and class conflict.

That is why a lot of cities experienced large scale urban rioting in the 1960s and why neighborhoods like Over the Rhine in Cincinnati experienced mass riots in the wake of gentrification and the "neo-urbanism" that has occurred in the early part of this century.

Until equitable development can occur, meaning growth at any level that does not involve the exclusion of certain residents, US cities will continue to be caught in the same cycles.

Meanwhile, I agree with you, a lack of understanding concerning why cities grew the way they did will prevent change from taking place.

Iamhoosier said...

I probably just ought to stay out of this since this discussion is way above my pay grade but, hell, it's never stopped me before.

Zampano, are you not aware that "things" are always just one way or the other? Never a combination. Never a little of this, a little of that, and a dusting something else. Black or white. Never black AND white--that makes gray and everyone knows that is not the color of "truth".

Remchar, I don't think that you are wrong anymore than I think that Jeff is right. I'm actually enjoying learning something from both of you(and you, too, Zampano)but when you start throwing around the "truth" in this type of discussion--sorry, it just turns me off. It's not a math problem with just one correct answer. It's opinion.

RememberCharlemagne said...

Sorry I was offline for awhile.

I understand what you mean by "truth" Mark but can't we reach a truth when we are discussing things objectively?

If our discussion is subjective I would agree with you but investigating urban planning should have a level of objectivity. Our approach just needs to change.

RememberCharlemagne said...

Zampano,

Good we agree on something.

Let's agree on something else.

Can we agree that we both are interested in urban renewal?

My answer is yes.

If we agree with this then are we interested for the sake of knowledge or for the sake of change?

I am for change and knowledge.

Since this is a blog regarding New Albany and I live in New Albany and New Albany is in Louisville's MSA should be use these cities as our constraints to simplify the discussion?

Or is our participation only talking like juveniles and a waste of time?

Iamhoosier said...

I may have been a bit harsh but the word truth did appear in just your 3rd comment on a very complicated subject. It's a subject and inherently subjective, IMO. Statements of fact can be looked at objectively and many times proven truthful or not. If I state that the urban flight began in 1492, yeah, please object.

RememberCharlemagne said...

Can't subjectivity be truthful when it is relevant?

I will attempt not to use "truths" for your sake Mark.

Iamhoosier said...

Over my pay grade, again. Thanks for indulging me.

Iamhoosier said...

By the way, Remchar, did you ever come to a resolution on TIFs?

RememberCharlemagne said...

Not exactly, I did look back into the state board of accounts audit and identified existing TIFs. I also talked to one of the accountants, that did the audit, and they offered to go offer the audit with me.

I also asked why they council would want a independent audit and they said that the state audit is at the same level that a private audit would be performed and no additional information would be acquired.
We concluded that the problem might be interpreting the audit and that is when they offered to go over it for me.
So no I haven't reached a resolution but from our exchange previously I did learn more about the tax levy and I think that is where the issue lies.

I wanted to say truly lies but I didn't for you Mark.

RememberCharlemagne said...

I have learned that asking the right questions matters a lot to finding the correct answer.

Iamhoosier said...

Interesting about the audit and what the State said. Any chance that you may have mentioned to anyone on the Council that, perhaps, it was their inability to interpret the audit? Oh, I don't know, say Dan Coffey?

"...asking the right questions matters a lot to finding the correct answer." A lot of truth in that statement. (grin)

The New Albanian said...

I think we should restrict the discussion to Jeffersonville.

At least we'll have a place to park.

Iamhoosier said...

Think that they will let you through the "gate"?

The New Albanian said...

If the streets are one-way, you need only erect one lane gate. Or something like that.

B.W. Smith said...

Jameson - that doesn't surprise me, it is more of an academic-oriented work. IUS has an ecopy, but not a physical copy. You should be able to interlibrary loan it from NAFC public library or just order it from Destinations. Author tries to put suburbanization into a broader context and has some good sections on effects of de-urbanization. Interesting stuff.

RememberCharlemagne said...

Ha

Is that what the evil Socrates would say Roger?

I never mentioned gates in my article it was not a essential part of the success of East Lakes. I'm sorry that is all you got out of your research Mark.

I haven't seen any suggestions on your parts.

Roger you remind me of the unjust man. The talking like juveniles was for you and your love of Socrates.

RememberCharlemagne said...

Thanks Brandon,

bayernfan said...

Working on a discussion at Destinations regarding history/future of urban areas with a couple of folks who have done alot of research in the area. Will hopefully have news about that soon.

Iamhoosier said...

What do want you want a suggestion on? Please note, I have never, ever positioned myself as an intellectual. I have never, ever positioned myself as an expert on urban renewal. IN GENERAL, I have found intellectuals and experts very good at teaching and providing framework. Not so good at actually getting something done. IN GENERAL. Very valuable people. Just not the only very valuable people.

Actually, I get a little bored by people who talk about Socrates too much. You, Roger, whoever...

I will lay claim to possessing a very sensitive BS meter.