Americans dress more casually…because they can

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A historian explain how and why American clothing styles have changed toward the casual:

It wasn’t always this way. For much of the 20th century, Americans didn’t dress casually all the time. There were dress codes and customs. Men wore suits and hats, women wore dresses. Jeans and t-shirts were for laborers, not professionals.

“Casual is the sweet spot between looking like every middle class American and being an individual in the massive wash of options,” Clemente told the Post.

She says we now find meaning in the way we dress, in a way we didn’t in the early 20th century, when people dressed more aspirationally. They wanted to look as though they had higher social status than they actually did.

As it turns out, historians can point to two major periods in the 20th century that changed the way we dress today: the 1920s, when women started breaking away from dresses and fewer men attending college wore full suits; and World War II, when women cared more about their work in the factories and the victory gardens than what they were wearing on the particular day.

While the goals of choosing certain clothes have changed (from projecting a higher social standing which is now viewed as gauche since we are all middle class to individualization), clothing is still intended to present a message to others. Arguably, that individualization is still about status but a different kind. Instead of pointing to traditional markers of class such as money and wealth, individualization points to creative status and taste. Perhaps we have shifted the symbolic boundaries of clothing from socioeconomic boundaries to cultural boundaries (to use the terms laid out by sociologist of culture Michele Lamont) where the aesthetic choices we make now matter more.

“The best political music is generally more sociological in bent”

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A journalist suggests the best political music is sociological music:

[T]he most explicit political songs are often pedantic and cringeworthy, while the best political music is generally more sociological in bent, from Springsteen’s best to Kendrick Lamar’s vivid rhymes.

The first two songs that came to mind were these: “Eleanor Rigby” by the Beatles and “Common People” by Pulp. Both songs are sociological commentary with the first considering the lonely life and the second addressing a woman who wants to slum it and experience the life of “common people.” One is sharper in its approach than the other – Paul McCartney has a certain distance from the character while Jarvis Cocker suggests the girl doesn’t really understand what is going on – but neither is overtly political even as they draw attention to important social issues.

Yet, where exactly the line is between the overly political and strongly sociological is difficult to determine. Some of this may be on the political activities of the music artist; if they are known activists, their music may be interpreted in such a way. Some songs have a beat or rhythm that inspires group behavior – maybe a more martial or driving beat? – while a song like “Eleanor Rigby” wouldn’t exactly inspire physical action with its string quartet. Songs can also later become adopted by protest movements or political leaders without the support of the artists. And, most mass media sources don’t do a whole lot with angry music – much pop or rock music is upbeat or is more veiled if it is about negative topics.

The formula to resettle refugees in European countries

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How will refugees be dispersed among European countries? This formula:

On Wednesday, shortly after European Commission President Jean-Claude Juncker announced a new plan to distribute 120,000 asylum-seekers currently in Greece, Hungary, and Italy among the EU’s 28 member states, Duncan Robinson of the Financial Times tweeted a series of grainy equations from the annex of a proposed European regulation, which establishes a mechanism for relocating asylum-seekers during emergency situations beyond today’s acute crisis. Robinson’s message: “So, how do they decide how many refugees each country should receive? ‘Well, it’s very simple…’”

In an FAQ posted on Wednesday, the European Commission expanded on the thinking behind the elaborate math. Under the proposed plan, if the Commission determines at some point in the future that there is a refugee crisis in a given country (as there is today in Greece, Hungary, and Italy, the countries migrants reach first upon arriving in Europe), it will set a number for how many refugees in that country should be relocated throughout the EU. That number will be “not higher than 40% of the number of [asylum] applications made [in that country] in the past six months.”…

What’s most striking to me is the contrast between the sigmas and subscripts in the refugee formula—the inhumanity of technocratic compromise by mathematical equation—and the raw, tragic, heroic humanity on display in recent coverage of the refugees from Syria, Afghanistan, Eritrea, and elsewhere who are pouring into Europe.

The writer hints at the end here that the bureaucratic formula and stories of human lives at stake are incompatible. How could we translate people who need help into cold, impersonal numbers? This is a common claim: statistics take away human stories and dignity. They are unfeeling. They can’t sum the experiences of individuals. One online quote sums this up: “Statistics are human beings with the tears wiped off.”

Yet, we need both the stories and the numbers to truly address the situation. Individual stories are important and interesting. Tragic cases tend to draw people’s attention, particularly if presented in attractive ways. But, it is difficult to convey all the stories of the refugees and migrants. Where would they be told and who would sit through them all? The statistics and formulas help give us the big picture. Just how many refugees are there? (Imagine a situation where there are only 10 refugees but with very compelling stories. Would this compel nations to act.) How can they be slotted into existing countries and systems?

On top of that, you can’t really have the nations of today without bureaucracies. We might not like that they are slow moving or inefficient at times or can be overwhelming. How can you run a major social system without a bureaucratic structure? Would we like to go to a hospital that was not a bureaucracy? How do you keep millions of citizens in a country moving in a similar direction? Decentralization or non-hierarchical systems can only go so far in addressing major tasks.

With that said, the formula looks complicated but the explanation in the text is fairly easy to understand: there are a set of weighted factors that dictate how many refugees will be assigned to each country.

Suing Bay Area suburbs to provide denser housing

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Changed plans for a new development in Lafayette, California have housing advocates looking to sue the suburb:

The California Renters Legal Advocacy & Education Fund has launched the website Sue the Suburbs to bring attention to the situation in Lafayette. The site is also set up to find people who could have rented one of the 315 apartments from the original housing plan, had it been approved. If the group can successfully find plaintiffs, this could be the opening salvo for potential legal action against other Bay Area cities to force them to kick in to help house the region’s explosive population growth…

Lafayette is a “semi-rural” town looking to stay that way. It actually lost 15 residents between 2000 and 2010. During that period, the number of renter-occupied housing units dropped significantly from 2,128 to 1,186 units. Meanwhile, Lafayette’s white population also dropped, from 86.8 percent to 84.7 percent, while its Latino population rose from 4 percent to 5.8 percent. The black population was mostly static at less than 1 percent over the 10-year period.

In 2013, the city outlined a number of reasons for its opposition to the apartments based on its general plan for land use. One of those: “The character and pattern of the proposed development is unprecedented in Lafayette and not compatible with the residential neighborhoods in the vicinity of the project, which are characterized by one-and-two story residences fronting on a network of residential streets.”…

Those amenities will fulfill Lafayette’s needs, but they leave the Bay and San Francisco hanging. The Association of Bay Area Governments set goals for new housing production for each municipality in the region, called the Regional Housing Needs Allocation, to accomodate population growth. Lafayette built just 65 percent of its goal between 2007 and 2014. Actually, none of the Bay Area counties are pulling their weight in the housing plan.

This highlights how affordable housing is an issue for all of metropolitan regions to address. Many wealthier areas, whether neighborhoods in large cities or suburban communities, are unlikely to promote affordable housing on their own. Even when studies suggest affordable housing won’t lower property values, these communities are worried about their quality of life – which also can be seen as code for not wanting certain racial/ethnic groups or poorer residents to move in.

Yet, most regions do not have effective mechanisms for compelling metropolitan wide action. Lawsuits are one route to go with a long history: see the Gautreaux case in Chicago or the Mount Laurel case in New Jersey as notable examples. Other options including combining city and county governments and developing metropolitan wide bodies with the ability to enforce regulations. None of these routes are particularly easy as many residents of wealthier areas did so in order to retain local control.

And if all the Bay Area counties are behind in promoting affordable housing, perhaps this lawsuit is only the beginning…

Building a suburban truck stop in Carol Stream

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Many truck stops line American highways yet few are located several miles away from the highway in a suburban community on the former site of a bowling alley:

Though it looks like a heavy construction zone, it could take weeks before developers begin building what some neighbors worry will be a noisy truck strop on Gary and North avenues in Carol Stream…

“It’s kind of a redevelopment of Carol Stream going on here,” Assistant Village Engineer Bill Cleveland said…

In July, the village board approved Pilot plans over the complaints of retirees in the upscale Windsor Park community. The $9 million project will build a sprawling gas station for semitrailer trucks and passenger cars, as well as a 9,000-square-foot building that will house a convenience store and three “fast casual” restaurants — all open round-the-clock.

After the village gives the go-ahead, developers hope to break ground in “days or weeks,” a Pilot representative said Tuesday. Construction could take three months.

North Avenue is a busy road yet the location is at least four miles from the nearest highway – I-355 – which doesn’t handle the same level of truck traffic as other major Chicago highways. On the other hand, Carol Stream has a number of industrial parks and warehouses. This was intentional on the part of founder Jay Stream who had his start building houses in Wheaton and later turned to grander plans for a new suburban community. Stream wanted to have a broader tax base so he left plenty of land for industrial parks. The zoning map of Carol Stream shows a broad stretch of industrial uses – marked in purple – as well as commercial properties along major roads and a range of housing options including apartments and cul-de-sac single-family home neighborhoods.

Thus, there may just be a business opportunity for a suburban truck stop in this particular location. Two remaining thoughts:

  1. I have a hard time imagining such plans could be made in wealthier suburbs. Could Pilot find support in a community like Elmhurst or Naperville which could provide a location much closer to a highway?
  2. I wonder if there will be any particular requests from Carol Stream regarding the design of the facility. Seeing a truck stop in this location could be jarring, even with North Avenue lined with numerous commercial uses in both directions. I wouldn’t be surprised if the owners were asked to limit signs and lights as well as provide some barriers between this location and nearby uses.

Indiana again takes aim at Illinois businesses

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The Illinoyed campaign ended but Indiana has a new strategy to lure Illinois businesses. From the featured story on the A State That Works website:

The state of Illinois has been drowning in debt for years due to mismanagement, and their only solution is to keep raising taxes. Sound familiar? Illinois taxpayers have been picking up the tab for longer than anyone cares to remember, but it wasn’t always that way.

Ten years ago Indiana and Illinois had the same AA credit rating, but the unfunded pension debt crisis in Illinois has steadily deteriorated over the years, to the point that their current credit rating of A- is the worst in the nation.

Illinois is borrowing a staggering amount of money to pay for state services and they’re seen as a bad risk to keep making those payments, according to the rating agencies. In fact, the interest alone on Illinois’ unfunded liabilities is about $1.5 billion per year…

Indiana is deliberately making smart financial decisions and defining what a state can do to pass the savings of efficient government on to their taxpayers by eliminating debt, keeping taxes low and continually balancing their budget.  It’s a refreshing change from a state like Illinois that has taxpayers picking up the tab for a public debt-management crisis, and it’s what makes Indiana a state that works.

Such efforts have been going on for quite a while yet I haven’t seen evidence that shows a campaign like this works. I’ve long suspected this is more about scoring easy political points than anything else; “look at the good things happening in Indiana while Illinois languishes.” Yet, somehow the Chicago region with its 9+ million people hangs on and the city is continually ranked as one of the top 10 global cities in the world.

One side note: part of northwest Indiana is in the Chicago metropolitan region. According to this campaign, some might get the best of both worlds: the residents and businesses get the lower taxes, less political gridlock, and less debt yet get to take advantage of the jobs and other opportunities the Chicago area offers. In the long run, a significant decline in Illinois or Chicago’s fortunes probably would have some residual negative effects not just on northwest Indiana but also the entire state.

LA plans to add bike lanes, reduce driving lanes

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The city of highways has approved plans to reduce driving lanes and provide space for biking and other transportation options:

The City Council has approved a far-reaching transportation plan that would reshape the streetscape over the next 20 years, adding hundreds of miles of bicycle lanes, bus-only lanes and pedestrian safety features as part of an effort to nudge drivers out from behind the wheel.

Not surprisingly, in the unofficial traffic congestion capital of the country, the plan has set off fears of apocalyptic gridlock.

“What they’re trying to do is make congestion so bad, you’ll have to get out of your car,” said James O’Sullivan, a founder of Fix the City, a group that is planning a lawsuit to stop the plan. “But what are you going to do, take two hours on a bus? They haven’t given us other options.”

For Mayor Eric Garcetti, the Mobility Plan 2035, as the new program is being called, is part of a larger push to get people out of their cars and onto sidewalks that began with the expansion of the mass transit system championed by his immediate predecessor, Antonio R. Villaraigosa…

Mr. Garcetti compared people who fear that removing lanes will make the streets horrific to lobsters boiling slowly in a pot: The changes may make traffic 15 percent worse instead of just 5 percent worse each year, he said, but the situation is already becoming untenable.

Perhaps only in Los Angeles would residents file lawsuits to ensure their ability to sit in big traffic jams. According to one recent study, LA area residents lose on average the second most hours a year to traffic (first is the Washington D.C. area). Of course, there is no guarantee that these changes will quickly make things easier for drivers as well as for all travelers. Yet, adding more lanes does not usually help traffic; it simply serves to add more drivers to the road.

There are some allusions in the article to the issue of social class. We might think that more mass transit options would help lower-income residents as owning a car is expensive (maintenance, insurance, gas, parking). And bicycles are pretty cheap. Yet, is urban biking primarily something desired by middle- to upper-class residents who could afford cars but want greener options? Biking often also requires a certain density so that rides aren’t too long. Thus, even good bike options may not help many people who have to travel more than 10 miles each way to work. It can also be difficult to get wealthier residents to ride buses.

While it would take much more than this plan to transform LA’s transportation network and self-understanding away from the car and highways, it will be interesting to see if this plan can keep nudging the needle toward other options.

Americans labor/work in order to…

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One day past Labor Day, some quick thoughts on why Americans work so much:

-We have the idea that hard work is a primary reason that people get ahead.

-We work because we need money. Many (not all) make enough to subsist even as the median income has been stagnant in recent years and working multiple low-wage jobs is seen as a badge of courage. Then, the money can be used to consume or buy the things we need to have to be up-to-date people (these days, a smartphone, flat-screen television, Internet access, etc.) or to assert our social standing. Or, we may buy things just because we like having a lot of things and we enjoy shopping and acquiring. Plus, much of our economy depends on consumer spending so people without jobs and money leads to some big issues for many economic sectors.

-We work because some like their jobs and want to use their skills and use their time doing something important or productive.

-We work to have an identity. No work = not being productive or not contributing to society. Either work or parenting (with a tentative guess that the first is ascending and the second descending) is the primary task of the adult life.

-We work to bank vacation days that we don’t use to the full extent.

Granted, I was thinking of this after teaching an Introduction to Sociology class the basics of Karl Marx’s observations about society. I paraphrased this quote from The German Ideology (pg. 12-13):

For as soon as the distribution of labour comes into being, each man has a particular, exclusive sphere of activity, which is forced upon him and from which he cannot escape. He is a hunter, a fisherman, a herdsman, or a critical critic, and must remain so if he does not want to lose his means of livelihood; while in communist society, where nobody has one exclusive sphere of activity but each can become accomplished in any branch he wishes, society regulates the general production and thus makes it possible for me to do one thing today and another tomorrow, to hunt in the morning, fish in the afternoon, rear cattle in the evening, criticise after dinner, just as I have a mind, without ever becoming hunter, fisherman, herdsman or critic. This fixation of social activity, this consolidation of what we ourselves produce into an objective power above us, growing out of our control, thwarting our expectations, bringing to naught our calculations, is one of the chief factors in historical development up till now.

If we weren’t in this particular social economic system, how might work be organized differently to take advantage of people’s interest in creativity and production? How much of work today is freeing and leads to improvement of communities and the self?

Wealthier kids go to nearby schools; poorer kids travel further

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Living in a poorer neighborhood means the resident children travel further to go to school:

Julia Burdick-Will found it was actually children in affluent neighborhoods who stayed close to home for school. In lower-income neighborhoods, kids in search of better options dispersed to dozens of other schools, often commuting alone for miles.

In Chicago neighborhoods with a median household income of more than $75,000, most students attended one of two or three schools. But when the neighborhood median income dropped to less than $25,000, students dispersed to an average of 13 different schools…

In affluent neighborhoods almost no one traveled 4 miles to school; the average commute was about 1.7 miles. But in disadvantaged neighborhoods, the average commute for children was 2.7 miles, with 25 percent of the kids traveling more than 4 miles. Ten percent of the low-income kids traveled more than 6 miles…
In low-income neighborhoods the problem isn’t just access, Burdick-Will said, but the potential social costs of traveling far across the city every day, possibly alone—costs that don’t apply to similarly achieving students in higher income neighborhoods.

An interesting paradox. Typically, wealth means mobility: they can seek out opportunities far and near, move to new locations when need by, afford the transportation costs. We imagine poorer residents stuck in neighborhoods with little opportunity to leave – and evidence from Robert Sampson in Great American City suggests even when afforded the opportunity to leave, many poor residents turn to similar poor locations.

Yet, public schools are one of the more local institutions in the United States. People move to neighborhoods and communities for the quality of their schools. The majority of property taxes go to local schools. Local school board officials are often elected and want to shape their local institutions. Community events are often held in these schools. They are a source of pride if the schools do well, a source of concern if they are not doing well.

Given that, it makes sense that Burdick-Will would suggest it is a burden for kids to go further for school. And that burden is on top of the other obstacles children in poorer neighborhoods face.

With fewer fire escapes, where do NYC residents escape to?

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Fire escapes are not needed in newer buildings but a number of New York City residents enjoy having them:

New York City’s 1968 building code no longer allowed fire escapes in new buildings. Modern buildings are equipped with sprinkler systems and interior stairwells.

Yet fire escapes are so woven into the urban fabric of the city that the Landmarks Preservation Commission is often called on to decide whether an old building that is being renovated should keep its metal appendage, as the commission did in March, when residents protested a developer’s plan to remove fire escapes from two buildings on Greene Street in SoHo. (The commission allowed the change.)…

Introduced in the mid-1800s, the iron Z’s that still cling to thousands of city apartment buildings became so synonymous with New York life that they made cameos in “West Side Story,” “Rear Window” and “Breakfast at Tiffany’s.” Since then, air-conditioning and modern fire prevention have chipped away at the necessity of fire escapes. But the romance remains: In a city of people starved for space, light and air, fire escapes double as storage closets, front porches and back gardens, a perch of one’s own above the bustle of the street…

Even then — to say nothing of now — fire professionals had their doubts about fire escapes. The National Fire Protection Association noted in 1914 that they were often hard to reach; poorly designed and badly maintained; lacking ladders or stairs from the ground to the second floor; and blocked by residents’ possessions. (People often aired their mattresses and chilled their perishables there.)

While fire escapes may be on the way out outside of protected buildings, I want to know about the effect of their disappearance: where exactly do New Yorkers go now to get their moment alone? In a city with some of the highest real estate prices in the world and a booming luxury market, space is at a premium. Cities often have a reputation for bombarding the individual with all their activity and potential social interactions. Georg Simmel made such a point in his famous piece “The Metropolis and Mental Life” where he suggested people respond by developing a blase attitude to block out all the stimulus.

Perhaps city residents have traded older versions of private spaces – like fire escapes – for new ones like smartphone screens and headphones which allow the user to be more private in public settings such as a park or Starbucks.