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Tea Party and Urban Sprawl
In the spring of 1968, Jane Jacobs walked into a high school auditorium in the Lower East Side and addressed a rowdy crowd opposed to the Lower Manhattan Expressway, a 10-lane highway proposed by Robert Moses that would have blasted through what we now know as SoHo.
The public hearing was a sham, she said. The city and state officials had already made all the decisions to move ahead – they were just collecting neighborhood opinions so they could fulfill the obligation to get citizen input. After leading a defiant march in front of the transportation bureaucrats, somebody ripped up the stenotype roll and threw it in the air like confetti.
For her trouble, Jacobs was arrested for inciting a riot and driven away in a squad car. The charges were knocked down to a misdemeanor, but one of the author’s greatest legacies grew out of that night: that when it comes to our homes and communities, the power should be with the people. Citizens must be truly involved with plans and projects, not just told that proposals will be good for them and society. A generation of planners and environmentalists has grown up dedicated to the notion of civic participation.
So it is with particular angst that many of these same planners now are forced to reckon with the modern-day Jane Jacobs, at least in terms of tactics and a libertarian streak: the Tea Party.
Across the country, Tea Party activists have been storming planning meetings of all kinds, opposing various plans by local and regional government having anything to do with density, smart growth, sustainability or urbanism. In California, Tea Party activists gained enough signatures for a ballot measure repealing the state’s baseline environmental regulations, while also targeting the Senate Bill 375, the 2008 law that seeks to combat climate change by promoting density and regional planning.
Florida’s growth management legislation was recently undone, and activists in Tampa helped turn away funding for rail projects there. A planning agency in Virginia had to move to a larger auditorium and ban applause, after Tea Party activists sought to derail a five-year comprehensive plan and force withdrawal from the U.S. Mayors Agreement on Climate Change.
What’s prompting the ire is anything from a proposed master plan to a new water treatment plant, rules governing septic tanks, or a bike-sharing program. What’s driving the rebellion is a view that government should have no role in planning or shaping the built environment that in any way interferes with private property rights. And in almost all instances, the Tea Partiers link local planning efforts to the United Nations’ Agenda 21, a nearly two-decade old document that addresses sustainable development in the world’s cities – read as herding humanity into compulsory habitation zones.
The protesters clearly feel there is a form of Moses-style planning going on today, but rather than highways, it’s high-speed rail and transit, and compact, mixed-use, dense development, all of which are designed to bring about long-term sustainability. As one Florida Tea Party activist put it, “compact development aka smart growth, aka New Urbanism, aka Traditional Neighborhood Design, aka Transit Oriented Development, aka Livable Communities, aka Sustainable Development … are all names meaning the same thing: they are anti-suburban, high-density dwelling design concepts that are part of the UN’s Agenda 21 and will make single family home ownership for our posterity unattainable.” Another summed it up this way: “We don’t want none of your smart growth communism.”
We had our own experience with the conspiracy when someone commented on a post on the Lincoln Institute’s Facebook page, about a “sprawl repair” session I had presented at Madison’s Congress for the New Urbanism gathering earlier this year. We were all part of the Agenda 21 conspiracy, the commenter wrote. Like a lot of people I’ve spoken to about this, I had to go look it up.
My colleague Armando Carbonell was also identified as a UN-designated agent when he went to Chattanooga to talk about regional planning. The comments in further online coverage of a meeting of consultant teams on the longstanding tradition of regional planning were almost visceral in alarm. “I can’t remember when planning not associated with a particular controversial project has engendered such a major reaction,” Carbonell says.
Since the Facebook episode, a portion of our annual gathering of big city planners, held in partnership with Harvard and the American Planning Association, was devoted to the Tea Party phenomenon. Robin Rather (the anchorman’s daughter), who runs Collective Strength out of Austin, recalled how she has interacted with a particularly feisty Texans for Government Accountability leader, John Bush, who has been banned from City Hall. The APA has retained Rather and others to offer a “communications boot camp” for planners, hoping to reframe the profession’s value-add for society.
It may not be time to panic. In some cases there are very few vocal activists leading the charge, but the Tea Party has been so well publicized, and their tactics are often so sophisticated, that their powers of intimidation appear outsized. This is also in part a case of everything old being new again. Property rights activists have always been well organized, and were energized by the Kelo Supreme Court case affirming the use of eminent domain. The sprawl lobby – the fanciful label from my first book, This Land – circles the wagons for corporate home-builders, road-builders and even the lawn-care industry invested in far-flung conventional suburban development. The anti-smart growth American Dream Coalition dovetails with the Tea Party view, giving some familiar contrarian voices new visibility. Wendell Cox and Ron Utt co-authored a grave warning against “radical environmentalists,” driven by, yes, the UN’s Agenda 21, in a recent fact-contorting essay for the Heritage Foundation.
The United Nations conspiracy, which smacks of nationally-circulated talking points and conjures old fantasies about swarming black helicopters, is something most people might find easy to dismiss. But thinking about how to deal with Tea Party protesters raises some interesting questions. At one level, municipal officials—who have been engaged in the erstwhile dry topics of planning, public works, and zoning—want to maintain an orderly discourse, and are understandably freaked out by the prospect of a public hearing dissolving into chanting protesters being led out in plastic handcuffs, all up within minutes on YouTube. Some have taken to notifying police before hearings on the most mundane matters.
At a deeper level, the appropriate response has led to some soul-searching. We’ve spent a lot of time and effort on fostering civic engagement, through a program for mediating land use disputes, or helping community residents visualize future scenarios. Since Jacobs, giving people a voice has been paramount in planning. Local Tea Party leaders attack those kinds of efforts as a ruse – that planners have draped the public process with the trappings of citizen input, while in fact all the decisions to promote smart growth have already been made. Some might wonder whether there’s some truth to that.
Yet, as in national politics, the Tea Party view doesn’t leave room for compromise. Even the most open-minded and free-speech supporting planner can’t operate when the framework for the dialogue itself has been invalidated. Where does one go from there? The skirmishes at town halls around the country over the past year or so means that planners will have to try even harder to make their case. But in the mean time, the chairman of that sleepy planning board hearing might be eying the exits, looking for a black helicopter, to make a run for it.
Photo credit: Joshua Lott/Reuters
more info: http://www.theatlanticcities.com/politics/2011/12/how-tea-party-upending-urban-planning/718/
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PHILADELPHIA — Cities across the United States are struggling with a common problem.
No, not the economy. (Although that’s a good guess.)
It’s the car.
In the last 50 years, American cities have embraced the private car with abandon, constructing highways and byways that encircled them, divided them and changed their very nature forever.
Make no mistake; the car and the infrastructure to support it has been tremendously helpful. It is impossible to think of driving through a town as dense as New York or as sprawling as Los Angeles without multi-lane express roads. You’d have to clear your schedule for the day just to make it from one end to the other.
But it’s the “with abandon” part that’s the problem. Cars are part of the solution, yes, but they are not the only solution. And that’s precisely the challenge city officials face today as they attempt to develop vibrant cities in the face of generations-old car culture, according to Next American City editor at large Diana Lind.
“They’re responding to urban highways,” she said. “Cities are finding ways to knit urban fabric back together.”
Speaking at the second annual TEDxPhilly conference on Tuesday, Lind listed several American cities that were working to balance the transportation ratio.
Among them:
- Denver, where a light rail partnership changes the dynamic from suburban sprawl to transit-oriented development.
- Washington, D.C., where the “Circulator” bus offers easy transport to the city’s array of downtown attractions.
- New York City, where thousands of miles of bicycle lanes and select no-auto zones have “done a lot to prioritize the pedestrian.”
- Cleveland, where officials took over a parking structure for cultural events and seek to tear down a highway that blocks the waterfront.
- Dallas, where the Woodall Rodgers Deck Park mitigates a major freeway dividing the city’s downtown and uptown districts.
- New Haven, where an elevated highway is being dismantled in favor of a level boulevard.
- Providence, where a highway was moved and replaced with the WaterFire public art project and an economic opportunity zone for technology startups. “They realized that having a highway in the middle of downtown is actually a huge waste of space,” Lind said.
- Oklahoma City, where the aging Crosstown Expressway was dismantled in favor of a park.
- Portland, Ore., where city officials have redirected funds meant for the Mount Hood Freeway to the MAX Light Rail system.
“They are realizing that it’s no longer environmentally sustainable to have so many people driving,” Lind said — not just in terms of emissions, but in terms of traffic and balancing multiple modes of transportation.
In a time of economic distress, it makes even more sense, Lind said. The average car owner spends $8,000 a year on his or her vehicle; that money doesn’t flow into the local economy.
For a city like Philadelphia, where Lind lives and where half the population has a household income of $35,000 or less, that’s unacceptable.
The solution? Take advantage of the lifecycle of aging infrastructure and, when sections of highways are due to be rebuilt, rethink the need for them in the first place.
“Have we learned nothing from our mistakes in the past?” she asked. “Do we have no ideas for the future of our city?”
It’s been done before. After the 1989 Loma Prieta earthquake, the city of San Francisco faced the tremendous task of rebuilding the structurally-damaged Embarcadero Freeway. Instead, they tore it down, replaced it with a people-friendly boulevard that encouraged development. The surrounding area has since rebounded, Lind said, with higher property values, more tourism and more housing for city residents.
The same phenomenon occurred in New York City when it rebuilt the elevated West Side Highway in 1989 as a surface roadway, giving New Yorkers access to parks, piers and picturesque views on the West Side of Manhattan.
So why not replace Philadelphia’s aging Interstate 95, which blocks much of the city’s access to the Delaware River, when its lifespan is exhausted? All 51 miles of Philly’s section of I-95 are in phases of structural obsolescence, Lind said, and it’s almost surely better to encourage industry, education and the public to reclaim the waterfront.
“Instead of reverting, we should try something that reflects the direction the country is going in,” Lind said. “So that in 2026, when it’s the 250th anniversary of the Declaration of Independence, we are creating a city that will last another 250 years.”
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THE CITIES: 2% world urbanized area, 50% world people live here, 75% energy use here, 80% world pollutions here.
Rem Koolhaas, 2011.10.20, Cornell University Lecture
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Piacenza e il suo territorio
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La nuova programmazione europea 2014-2020 →
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Urbanized Film Trailer
more info: http://urbanizedfilm.com/
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Twenty kilometers away and after hours of walking I found and photographed what I thought to be a landscape full of symbols and strong visual juxtapositions.
http://www.dezeen.com/2011/10/26/pyramids-by-manuel-alvarez-diestro/#more-168153
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More info http://www.nytimes.com/interactive/2011/10/23/sunday-review/an-overview-of-the-euro-crisis.html
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