Category Archives: Places

Looking at Seneca Falls, New York, “the real Bedford Falls” in It’s a Wonderful Life

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Social Explorer, a cool tool for looking at demographic data, takes a quick look at the New York community that was the inspiration for Bedford Falls in the holiday classic It’s a Wonderful Life:

Producer and director Frank Capra set the Christmas classic It’s a Wonderful Life in the fictional small town of Bedford Falls, NY.  The actual town of Seneca Falls, NY, claims to be Capra’s inspiration.   The town hosts the annual It’s a Wonderful Life Festival and visitors can explore the history at the museum dedicated to the legend…

Back in 1940, Seneca County had 25,732 residents, of whom 99.5 percent were white and 0.5 percent were black.  Nearly a third of the county’s foreign born population (32.0 percent) hailed from Italy, more than both statewide (one fifth) and nationwide (one seventh).  Many foreign born residents also came from Germany (10.2 percent) and England and Wales (9.1 percent).

Today, Seneca County has grown 37.1 percent to 35,285 residents, while the state grew 43.2 percent and the nation grew 133.0 percent.  Seneca County remains predominately white (92.9 percent) with a small but growing black population (4.3 percent).  According to 2006-10 ACS data, today 4.6 percent of the foreign born population comes from Italy.  Larger shares of newcomers come from other countries including Canada (17.4 percent), India (11.2 percent), Laos (6.1 percent), Ukraine (5.1 percent), and Poland (3.6 percent).

The top occupations in 1940 were:

  • Proprietors/Managers/Official (20.9 percent)
  • Craftmen/Foremen/Kindred Workers (16.4 percent)
  • Operatives/Kindred Workers (15.0 percent)
  • Laborers (13.9 percent)

Of the adult residents, 18.2 percent had completed high school (or more) and 3.0 percent had graduated from college, which were both smaller percentages than in the state (22.9 percent and 5.5 percent) and nation (24.1 percent and 4.6 percent).

Sounds like small town life that may not be much different today. The movie seems to provide more information about the “feel” of the community rather than the demographics. George Bailey is trying to build suburban-type homes and is thwarted by the evil banker in the community. By the end of the film, Bailey and other average citizens in the community are shown to be decent people who rally together in times of need. Does this story necessarily line up with the ancestry of the community or the top occupations? Maybe, maybe not. Perhaps demography is not narrative destiny in this case. Perhaps the best way to attack this issue would be to compare the demographics of Seneca County in 1940 to other typical small towns and counties and see how “representative” the movie demographics might have been.

The danger of railroad crossing accidents in the Chicago region

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The Chicago region is a railroad hub. While this may be good for business, it is not great for accidents between trains, vehicles, and pedestrians. Here are figures on the number of accidents from recent years and what might be done to reduce them:

From 2006 through 2011 in the Chicago region, there were 641 collisions with trains involving vehicles or pedestrians, a Daily Herald analysis found. A total of 253 people in the six-county area died coming into contact with trains in that time period and an additional 267 were injured, according to Illinois Commerce Commission data…

A total of 9.5 million people live in Chicago and the suburbs, where nearly 500 freight and 700 Metra trains chug through daily. But the design of some crossings and stations makes that coexistence treacherous, expert Ian Savage explained.

Mid-platform pedestrian crossings at train stations, angled streets intersecting with tracks so drivers “can easily come around the gates,” and platforms transitioning into streets are everyday hazards, he said.

“Some of the designs of the stations are strange and bizarre,” said Savage, a Northwestern University economics and transportation professor. For example, “when you have the street merge with the platform, it signals to people that ‘you can just stroll around aimlessly.'”

As the article notes, there are a number of solutions to this problem. The most effective would be to limit the number of at-grade crossings, of which the Chicago region has many. Of course, this is an expensive option:

The ultimate protection comes in the form of grade separations — overpasses or underpasses that keep the public and railways apart. Chicago and some older communities such as Naperville boast such structures that were built decades ago.

But constructing a grade separation is an exorbitant proposition. One structure dedicated in Downers Grove this fall on the BNSF Railway cost about $60 million. Another planned for West Chicago at Roosevelt Road and the Union Pacific Railway will cost $26 million.

The solution to this is likely a long-term one since new devices cost both money and time. Communities that took care of some of this far in the past are quite fortunate. The article mentions underpasses in Naperville. The suburb has two underpasses, one at Washington Street and one at Mill Road. Both are nearly a century old and were probably easier to construct even then because both of the crossings are away from the downtown and denser areas, an issue for many suburban communities. For example, Wheaton has had multiple discussions in the past about an overpass or underpass in the downtown but such a structure would overwhelm the quaint core.

I wonder if one possible solution to this issue would be to run fewer trains through the denser areas of the Chicago region and route more along the outer edges. This has been an issue in recent years as regional planners and others have looked for ways to move freight through or around the region more quickly. What if this was also promoted as a safety issue?

Building “a live test case” city in China

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Curbed describes a proposed pop-up city in China that could be used to test a number of planning ideas:

With the amount of architectural phenomena China’s churning out these days, it can be tough for decent renderings to garner any sort wow factor. The market is just glutted with all manner of wackadoo designs, from car-free “Great Cities” to the world’s next tallest building to alien/pinecone towers. Still, these renderings for an urban oasis in Changsha, Hunan, to be built from scratch by Kohn Pedersen Fox Associates (KPF) stand out. An “experiment in future city planning,” this lakeside city lets the architects play with neighborhood structure, flood prevention systems, and urban agriculture, all the while housing 180,000 residents—that’s 100,000 more people than accounted for in China’s other planned pop-up city. KPF’s press release calls the Meixi Lake project “a live test case”—always a reassuring phrase when talking about urban architecture—designed to integrate nature into densely populated cityscapes. The city—described as “actually happening” by a spokesperson—will be organized by neighborhood pods, each housing about 10,000 people, with a school, shopping center, and other public spaces in each town-like structure. The plan, proposed five years ago, is intriguing, though the verdict’s still out on whether it has enough pie-in-the-sky details to be make it into the selective club of most outlandish cities of the future.

I detect some skepticism here. But, I’m interested in this phrase of a city acting as “a live test case.” Experimenting with cities? While the sociologists of the Chicago School suggested Chicago was a laboratory, I don’t think this is what they had in mind. I suspect this language couldn’t be used openly in the United States even though certain development plans and projects have acted as experiments of sorts over the decades. For example, public housing went through an experiment of sorts starting with the construction of high-rises in the 1950s and 1960s. However, these high-rises (famously marked by the destruction of the Pruitt-Igoe project in St. Louis) were torn down in recent decades after being marked as untenable. When talking about cities as live test cases, does that mean the development will be evaluated years down the road and if it worked, it will continue but it will be changed if it didn’t work? Could portions of test cities be torn down and then make way for new cities?

Look for a F(underpass) near you

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A New York City pedestrian underpass is getting a makeover and a new name: F(underpass).

The news broke that the New York City Department of Small Business Services had awarded a $75,000 grant to the Atlantic Avenue BID to transform the dark, empty stretch of Atlantic Avenue beneath the Brooklyn-Queens Expressway into a funderpass. (Or, as it’s sometimes spelled, F(underpass).)

The details of the funderpass — a collaboration between the BID, Planning Corps, and the Design Trust for Public Space — are still being hashed out. It could include colorful artwork by Groundswell and a bicycle pump, and will bridge the space between the shops of Atlantic Avenue and the brand-new park space beyond.

These sorts of pedestrian underpasses are often dreary affairs: the lighting often isn’t very good, they can attract graffiti, and they may be noisy if the overhead noise is loud or consistent enough. This all is not very inviting to pedestrians. So including artwork and help for bicyclists might bring some vibrancy and perhaps even connect two spaces.

Here is what I wonder: once these improvements are made, how much work would it take to maintain it and who will do it? This could just be the details that need to be worked out but this is an important question as an improvement like this should be sustainable.

Thursday Night Football logo takes over Philadelphia skyline

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While watching a bit of the match-up last night featuring the Cincinnati Bengals at the Philadelphia Eagles, I saw this image where the Thursday Night Football takes over the Philadelphia skyline:

Sports broadcasts have been using this technique for at least a few years now. I first noticed it on Fox NFL broadcasts. They will often put fake video boards at different points around the stadium and then show the Fox logo or advertisements on this fake board before panning back to the field and game action. The NBA on TNT also uses this quite a bit though I’ve noticed they tend to use the same settings when in certain cities. For example, when they do Bulls home games, the same location is used: the camera, probably mounted on a tall building, looks southeast from Wolf Point with the fake video board mounted on the first bridge, Lake Street, on the South Branch of the Chicago River. Imagine if the board in Chicago moved around a bit: there it is popping out of the trees in Grant Park. There it is on the top of the John Hancock building. There it is on Navy Pier blocking the view of the Ferris Wheel.

However, these examples feature fake video screens built on existing structures while this Thursday Night Football segue involved a giant logo attached to two buildings on the Philadelphia skyline. In my opinion, this stretches the idea a little too far. It doesn’t look very realistic and even among big buildings it looks disproportionately large. At the same time, perhaps it is meant to be commentary about the power of the NFL: it is so big that it dominates the skyline of a major American city!

Elgin-O’Hare highway project to take 12 years to complete

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I saw the news that the Elgin-O’Hare highway extension just received the final approval from the federal government. But, one piece of information in the story stunned me:

The action, which was expected, allows the Illinois Tollway to proceed with the $3.6 billion project, which will take an estimated 12 years to complete.

Twelve years? Chicagoans are used to a lot of construction but this seems like a really long time. Here is a brief schedule according to the Elgin O’Hare West Bypass FAQ page:

Construction of the Elgin O’Hare West Bypass project could be initiated by the Illinois Tollway as soon as 2013, and would extend through 2025. While the staging plan will be refined as the Tollway advances project design, the general sequencing described in the Tollway’s Move Illinois Program includes: widening of the existing Elgin-O’Hare expressway and upgrading the I-90/Elmhurst interchange to full access, followed by the extension of the Elgin O’Hare Expressway. When the Elgin O’Hare construction is complete construction would begin on the south leg of the west bypass, with the final piece being the north leg of the west bypass. The phasing of the improvements is intended to provide the most benefit to the public as early as possible while complementing other Tollway improvements on adjacent facilities such as I-90 and I-294.

In fact, this might be the best argument I have heard for constructing highways earlier rather than latter. In addition to costs which continue to grow over time, it can often be quicker to build when there is less development.

Comparing New York locations “Then and Now”

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Photographer Evan Joseph has co-authored a book that compares New York City locations Then and Now.

The book, an update to an earlier edition, pairs old photos of New York City with current photos of the same location. While photos in the previous edition didn’t always match exactly the heights and camera angles of the originals, in this edition, Joseph went through a painstaking process of matching the angle of each old photo. He did so by loading each historical image onto his iPad, he explained to us last week, going to each street photographed, and looking around until he could lock down the location of at least one building in the old photo. “Then I would keep doing it…keep moving around and around until I could get that building into the same location.”

While Joseph had no desire to use 100-year-old photography equipment to replicate the old photos—and is, in fact, known in the photography community for carrying around a lot of modern equipment—he found that he did miss one aspect of “then” photography. “What I quickly figured out was that the elevated subway lines that ran all over New York…were amazing photographic vantage points that no longer exist. So many of them were taken from 25 feet off the ground,” he says. “That is just an amazing place to shoot a building. It gets you above the traffic, it gets you above people, but not so high up that it’s a rooftop view. It renders the target…in a very natural and flattering perspective.” Joseph was left to replicate that perspective as best he could with a monopod, “really like a window-washer’s stick that I attached a photo mount too. Then I rigged up some remote triggers so I could fire the camera from holding a stick 10 feet about my head.” (Joseph also used his connections to developers and real estate brokers to get some of his shots from within other buildings.)

The book also gave Joseph the opportunity to do a little aerial photography, with a helicopter shoot of lower Manhattan. The goal was to replicate a photo that was probably taken from an airplane c. 1935—the result is the then-now pairing above.

Aside from that photo of lower Manhattan, downtown is underrepresented in the book, Joseph says, because most of the century-old photos of New York were taken by commercial architectural photographers, and there wasn’t much call for them to take photos of residential buildings. Instead, the photos of residential areas are snapshots, incorporating streets more than buildings. Still, Joseph thinks there may be material there for a future edition of the book, and we look forward to it.

I’ve always been fascinated by this concept. Once buildings disappear, people tend to forget about them and, of course, new generations have difficulty picturing what was there before. What was once a common streetscape known to thousands (or potentially millions in big cities) simply disappears. Skylines can change quickly as well.

Photography projects like these can also help residents and others get a quick view of urban change. While certain changes get a lot of attention (like the Prentice Women’s Hospital in Chicago), smaller changes frequently take place and may not be noticed until a whole series of changes occur.

A few years ago, I remember seeing an aerial black and white photograph of Lake Shore Drive crossing the Chicago River. In this photo, Lake Shore Drive still had its famous S-curve (see here) and there weren’t many big buildings in the immediate area. This area has been transformed quite a bit throughout Chicago’s history: it was once a railroad and dock area along the Chicago River that in recent years has become a center for condominiums (like the Aqua building which attracted attention after opening in 2010) and office buildings after Lake Shore Drive being moved closer to the lake. I spent a lot of this with this photo and thinking how much had changed in just several decades.

 

Another megatrend for 2030: the rise of megacities

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While the declining power of the United States seems to be getting the most attention in a new report from the National Intelligence Council, the report also predicts change involving cities:

Although the Council does allow for the possibility of a “decisive re-assertion of U.S. power,” the futurists seem pretty well convinced that America is, relatively speaking, on the decline and that China is on the ascent. In fact, the Council believes nation-states in general are losing their oomph, in favor of “megacities [that will] flourish and take the lead in confronting global challenges.” And we’re not necessarily talking New York or Beijing here; some of these megacities could be somehow “built from scratch.”

One of these ideas is new and the other is not. The idea that megacities will become more powerful is not a new idea as metropolitan regions have been recognized for their economic, political, and cultural power. (See the 2012 Global Cities Index.) Concurrent with the rise of megacities, particularly in developing nations, are concerns some have with the ability of nation-states to cope with new global issues. If you go further back, you find discussions of “megapolis” and how these combinations of large cities would come to dominate national and global life.

The other idea is newer: large cities “built from scratch.” The rate of urbanization in some countries over the last few decades has been fantastic. For example, Chinese cities have grown tremendously. In the Middle East, several cities have arisen out of deserts. Third World megacities like Lagos or Sao Paulo keep growing. While quick construction is more possible today (extra tall buildings constructed in 90 days!), I wonder how possible it is to move millions of people around to new cities and have some semblance of social order.

New Yorkers who find their dream home

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The New York Times looks at seven New Yorkers who worked really hard to acquire their dream home:

These people go to remarkable lengths to snag their dream home. They hound real estate agents, besiege landlords, tack notes on doors, drive doormen crazy. They plant their names on waiting lists for hard-to-access buildings. They send beseeching letters to owners, promising to be model tenants. Even if they don’t spend the rest of their days in the home of their dreams — because even the happiest love affairs sometimes wind down or crash entirely — they rarely express regrets.

There’s a reason such obsessions flourish in New York. “In this city, we’re all walkers,” said Andrew Phillips, a Halstead broker who has received his share of “Call me the second the place becomes available” entreaties. “We pass the same building again and again, we walk down the same block, and we think, ‘Wouldn’t it be great to live there?’ Being a New Yorker is being slightly voyeuristic. And as we take the same route over and over, our dreams start forming.”

The fact that demand typically outstrips supply compounds the yearning. “The available housing stock is so limited, so fought over,” Mr. Phillips said. “Plus, most people can’t afford exactly what they want. Plus everyone wants what they can’t have.”

Reading these seven stories, I was struck that each of these New Yorkers seem to have a heightened sense of space or rootedness. This means that particular locations or housing units were really important to them and then prompted them to center their lives around their home. The article suggests this could be due to the tight housing market in New York City, simnply supply and demand, but I wonder if there are other cultural factors at work. This behavior sounds like it is in contrast to many Americans – after all, 11.6% mobility over one year is an all-time low. For more mobile Americans, either they have many dream homes or they don’t have the same attachment to places. Both of these attitudes could be related to consumerism which would suggest homes are just another commodity or product. It could also be tied to a more suburban lifestyle where homes are more plentiful and the specific neighborhood might matter less than the features of the home or the idea of living the suburban lifestyle.

What does Naperville gain by scheduling its first marathon?

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Naperville is a decorated suburb: it is unusually large and wealthy compared to most suburbs, has been recognized by a number of publications for its better traits, and has a lively downtown. Now the suburb is adding another feature: it has scheduled its first marathon for November 10, 2013.

“Naperville has a great running community but they’ve never had a marathon, for whatever reason,” said Bob Hackett, who has organized the Fox Valley Marathon in St. Charles for the past three years. “We realized that as great of a city as Naperville is, it’s lost without one, so we’re making it happen.”Hackett said organizers first approached the city two years ago but found the special events planning calendar already booked solid.

The 26.2-mile course has yet to be finalized, but Hackett said it will start near 95th Street and Book Road and wander south into Plainfield and unincorporated Will County before heading back north into Naperville. The course will take runners along a variety of streets and through forest preserve property…

“The course should be somewhat flat and fast, but it will have its rolling hills and challenges,” Hackett said. “It will be a Boston-qualifying race, so there’s an opportunity for runners to put together a fast race if they’re looking to head to Boston.”…

Hackett said the Fox Valley run has drawn as many as 7,500 runners, but the first Naperville event will be capped at 4,000. He doesn’t think they’ll have any trouble hitting that mark.

There are several ways this race could help boost the prestige of Naperville;

1. This could bring in more people and attention to Naperville. All this could translate into more tax revenue and status.

2. This suburban marathon is connected to the Boston Marathon, a prestigious race. Additionally, there are a limited number of Boston-qualifying races. Check out this list of 2012 marathons and the number of qualifiers for Boston each race produced: many of these races are city races, not suburban races.

3. It will be interesting to see how Naperville tries to tie this to existing recreational and outdoor activities in Naperville. While it is a relatively flat Midwestern town, Naperville has a popular Riverwalk along the DuPage River and numerous parks and Forest Preserves (particularly the 1,867 acre Springbrook Prairie).

This seems like a win-win of the community: runners get a local race, the city of Naperville gets a marquee event to add to the schedule, and the event is on a Sunday morning so shouldn’t disrupt too much of normal suburban life.