Tag Archives: infrastructure

Wealthier communities with no fire hydrants require different firefighting tactics

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A recent house fire in a large Barrington Hills home illustrates the issues present in fighting fires in wealthier suburbs:

In all, 40 fire companies from departments as far away as Hebron, Des Plaines, Hanover Park and West Chicago converged on Barrington Hills April 18 to blast the fire with hundreds of thousands of gallons of water. But instead of hooking their hoses to nearby hydrants, all of that water had to be brought in from elsewhere in trucks, ratcheting up the degree of difficulty for firefighters.

“Having to bring water in on wheels is time-consuming,” said Deputy Chief Rich May of the Palatine Rural Fire Protection District. “The planning behind it is done quite well, but you can’t move it like tapping into a fire hydrant. There’s just no comparison.”…

“Years ago we had a lot of natural-based materials in houses,” he said. “Nowadays, with all of the synthetic products in the homes, such as plastics, they burn hotter and burn faster.”

That means houses burn hotter and collapse sooner, Giordano added…

Given the village’s lack of water system and regulations requiring minimum lot sizes of 5 acres, it’s not likely Barrington Hills residents will see hydrants near their homes anytime soon. However, fire officials said there are some steps homeowners can take to help make firefighters’ jobs easier.

In other words, the wealthier nature of the community led to a lack of fire hydrants. This is a bit odd because homeowners here could probably afford the costs of a full water system but would not have wanted to pay the costs for it which were exacerbated by the large lot sizes. Yet, when they need to put out a fire, doesn’t this lack of paying upfront for the water system lead to financial consequences down the road? One of the suggestions in this article – sprinklers within each home – would help keep homeowners more responsible for fighting fires in homes built in such settings.

See earlier posts about the unique challenges of fighting fires in large homes or McMansions.

When broken sidewalks limit mobility

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This story from Shreveport, Louisiana discusses how poorer neighborhoods in the city tend to have more problems with sidewalks:

But Murphy’s citation for walking in the street along Highland’s crumbling sidewalks spotlights the city’s infrastructure failures in the era of the new mayor’s promises to repair and beautify Shreveport’s streets…

For now, there’s no set date when Shreveporters can expect to see most sidewalks installed or fixed, though plans are in progress. And 25 years after the Americans with Disabilities Act went into effect, unsafe sidewalks with missing or poorly-maintained ramps are a common sight…

“If they contact our offices and let us know, we will do what we can to correct those places and make it accommodating for them because a lot of the places around town don’t have those ramps available and we are aware of the issues,” Harris said.

But in terms of fixing the city’s roads and sidewalks, Harris said residential neighborhoods take a back seat to downtown and other highly-trafficked areas…

The Shreveport-Caddo 2030 Master Plan includes a transportation component to address pedestrian issues, but it likely will be years before Shreveport is brought in line with major cities, according to Loren Demerath, a Centenary sociology professor who studies the importance of pedestrian spaces to communities and has been active in local efforts to make Shreveport more bikeable and walkable.

An interesting mix of race, social class, and disabilities all having to do with a simple piece of infrastructure: sidewalks. Without well-maintained sidewalks, it is difficult to be a pedestrian as it either requires a more dangerous route on the road or walking through grass or other areas. If anything, this would be a safety issue in many neighborhoods and discussing safety, particularly when it comes to kids or others who need more protection or space (the disabled or perhaps the elderly), tends to lead to better outcomes. But, it sounds like Shreveport has some work to do in this area and I would guess the city would cite funding issues as a reason the sidewalks are so uneven.

And for those who subscribe to broken windows theory, do broken sidewalks have a similar effect? While the residents may not have much to do with breaking sidewalks, it might just suggest that the city doesn’t care as much about the neighborhood.

Mayors leading the charge for tackling infrastructure issues

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Who is tackling big infrastructure projects these days?

Governors have long been among the nation’s loudest advocates for pouring concrete. Interstate highways? New bridges? Major development projects? They love it. When a huge pot of federal money opened up as part of the 2009 stimulus package, states were eager to get their share of the cash and push it toward pet projects, shovel-ready or not.

And that’s what makes it interesting to see mayors taking the lead on transportation spending. At an event Monday in Boston, the U.S. Conference of Mayors launched what it says will be the largest coordinated campaign by mayors in some time, pushing Congress to reauthorize the surface-transportation bill and to increase funding for local and state infrastructure projects…

All of that combines to create a situation in which mayors, rather than governors, can take over the dominant role in pushing for transportation spending. Of course, mayors have plenty of concerns of their own, especially in big cities. Major bridges like the one that collapsed in Minnesota in 2007 worry them, as do crumbling urban highway interchanges and failing subway systems. Here in D.C., a major parkway was snarled for much of Tuesday after crumbling masonry fell off a bridge into the roadway. Some of the mayors who are most involved in pushing for more infrastructure money are Democratic mayors in Republican-led states—like Kasim Reed of Atlanta.

The article suggests this is primarily a political Republican vs. Democrat question with Democratic mayors pushing for things that Republicans at the national level don’t support. But, I think this ignores another factor: these mayors are at the level of government that is closest to some of these issues. For them, infrastructure is not an abstract concept but rather more often about specific projects that can enhance life in their city. It is the difference between saying “America’s bridges are in trouble” versus “Boston needs an underground highway in order to free up land, improve traffic, and reduce pollution.” And Americans tend to like local government as they see it as more responsive to immediate needs. Governors can lobby for particular projects but they also have to keep in mind the concerns of multiple actors, which might even up pitting cities against each other for limited funds (i.e., is LA or San Francisco more worthy of a major transportation project). Mayors like the applicable projects that they can point to as real change. (An odd thought to throw in here: dictators often like to memorialize themselves with large-scale planning efforts that will outlive them. When municipal power is concentrated in the hands of a single figure, such as a powerful mayor, is a similar process at work?)

While the mayors may be closer to the infrastructure issues, that doesn’t necessarily mean that they can get things done. What kind of clout do mayors have when there are other layers (like governors) to contend with?

Denver addressing common big-city problem: where are the public restrooms?

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In big cities like Denver, public bathrooms can be hard to find:

Downtown Denver is a busy area and a great place to visit. But it lacks one thing everyone needs – bathrooms.

“There hasn’t been a big need for it in the past but we’re looking into it now because we’ve heard from the community that there is a big need for it,” said Heather Burke of Denver Public Works.

You’re options now are to use the facilities at the business you’re patronizing, or you could do your business at your local, not so friendly, neighborhood dumpster…

In 2014 Denver Police issued 550 misdemeanor citations for urinating in public…

“It’s definitely on the city’s radar; we have a working group that’s looking at different options for public restrooms,” said Burke.

Infrastructure may not get the attention it deserves overall but shouldn’t public bathrooms also be on the radar screen?

This reminds me of the chapter in Mitchell Duneier’s Sidewalks regarding how the street vendors he is studying are treated in regards to bathrooms. The short answer is not well as they are often homeless black men and local businesses are not always inclined to view them favorably. For example, the story cited above says the Hard Rock Cafe tries to be accommodating to visitors but how would they view people like street vendors as opposed to tourists or people who appear to be more middle or upper-class?

Essay on Chicago’s alleys

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You aren’t going to find too many erudite essays like this one on the subject of Chicago’s alleys:

Thus, alleys in Chicago, as in most other cities, evolved organically: as a general product of function and construction, but with modulations in dimension, materiality, position, and construction, readily changed to suit the needs of its neighbors and occupants. Fluxing along their entire lengths, they cut a byzantine pattern in the city’s figure ground, contributing to its unmistakable appearance in plan without serving as the primary warp and weft of the fabric…

The results are not always beautiful or orthodox, but they are usually interesting; alleys seen in this light could be conceived as both museums and laboratories for material combinations and adjacencies, methods of assembly and detailing. But in another light, alleys are urban canyons—broken glass, vegetation clinging to the fragile mortar joints, with a single swath of sky above: more products of time and erosion, with human intervention to architectonic formations what glaciers are to geology. Again: raw super-nature registered through a Kantian impression of the sublime…

And consider this: glamour in its modern manifestations is generally assigned to objects and places that are alluring, attractive, and special. Its secondary connotation is less positive; a permutation of Norse and Scottish words that tie it to illusion and obfuscation, spells of the eye meant to conceal true natures. In that vein, is it so difficult to see ordinary as glamour, and alleys as extraordinary? We would do well to keep ourselves open; there may be something truly remarkable lying in plain sight within the gravel and brick.

For those who know cities well, I suspect many of them could tell of places where they found something sublime in the non-glamorous places. Much of the attention paid to major cities focuses on major works (like skylines) while residents and others who take a longer and deeper look see a different side.

I was reminded of Chicago’s alleys recently when showing my class part of Mitchell Duneier’s video supplement to his ethnography Sidewalk. In the film, we see images of the subjects of his research – homeless street vendors – wandering through New York City’s garbage in order to find books, magazines, and other things to sell at their sidewalk tables. There was so much garbage simply piled at the curb, not exactly a glamorous sight. In contrast, alleys allow some of these basic functions to be moved behind buildings and open up sidewalks for more pedestrian and social uses.

Mining Twitter for ratings of mass transit and what the agencies can do in response

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A new study examined Twitter comments about mass transit in the United States and Canada and came up with a ranking of those invoking the most positive and negative sentiments:

The results of her study, published this month in the Journal of the American Planning Association, ranked 10 of the largest public transit agencies in the US and Canada by how well regarded they are on Twitter. Based on Schweitzer’s “mean sentiment score” and more than 60,000 tweets collected between 2010 and 2014, Twitter was nicest to Vancouver’s Translink, which was followed by Portland, Oregon’s TriMet and Toronto’s TTC. The harshest tweets concerned systems in Chicago, Philadelphia, Boston, and New York. For comparison, Schweitzer calculated scores for public figures (the sentiment score ranged from William Shatner to Osama Bin Laden), airlines, police departments, and welfare programs (the full chart is at the bottom of this post).

Schweitzer used text mining to pick out positive and negative words from the tweets (and manually added terms including brokedown, wtf, scam, epicfail, pervy, and unsuck). Machine learning helped spot things like parody accounts and unusually frequent tweeters. Schweitzer and her graduate students also analyzed some 5,000 tweets by hand, to ensure they lined up with the computer system’s interpretations. Reasons for complaint included delays, facilities, staff conduct, public mismanagement, and the class, race, and gender of other riders.

Here’s the funny thing: The transit system’s scores don’t line up with service quality (judged by on-time performance). But the unsurprising fact that public griping doesn’t necessarily match reality doesn’t make the data useless. Because Schweitzer did find one factor that predicts “mean sentiment”—the way the transit agencies themselves behave on Twitter…

So what’s the takeaway? If you’re looking for a low investment way to improve your public image on Twitter, use Twitter as a tool for conversation, not one-way communication. It may seem that someone complaining to 18 followers that their train is late doesn’t matter, but Schweitzer makes the point that social media does influence broader public perceptions.

Engaging in public relations on social media is not new. However, the idea that government agencies or infrastructure organizations need to may be more recent. On one hand, Americans expect government to be responsive. On the other hand, mass transit is one of those areas that seems monolithic: leaders in those organizations are not elected and infrastructure faces its own kind of difficulties (aging, weather issues, particular funding sources, a sort of permanence that is difficult to change quickly). But, at least the disgruntled might feel heard if there is social media interaction even if their complaints are not fixed immediately.

Possible next steps: would major mass transit groups make policy decisions based on Twitter? Remember, a small percentage of Americans use Twitter regularly but those users can be pretty vocal and/or well positioned in society.

Approaching drastic water rationing in Sao Paulo

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One downside of rapid urban growth is illustrated in Brazil where drastic water rationing may start soon:

In São Paulo, the country’s largest city with a metropolitan area of 20 million people, the main reservoir is at just 6 percent of capacity with the peak of the rainy season now past…

After January rains disappointed, and incentives to cut consumption fell short, São Paulo officials warned their next step could be to shut off customers’ water supply for as many as five days a week – a measure that would likely last until the next rainy season starts in October, if not longer.

State officials say they have not yet decided whether or when to implement such rationing, in part because they are still hoping for heavy rains in February and March. Indeed, thunderstorms in recent days have caused lakes to rise a bit.

Still, independent projections suggest that São Paulo’s main Cantareira reservoir could run out of water as soon as April without drastic cuts to consumption.

While this problem may seem far away, I imagine numerous big cities around the world would face major problems in addressing a shortage of certain resources if something “out of the ordinary” – whether weather or changing political conditions – occurred. Wealthier big cities are expected at the most basic level to have water, electricity, sewers, and other features of modern infrastructure but these could be threatened by a variety of factors. And while the article notes that residents and institutions are scrambling to meet the crisis, cities should have some sort of long-term planning for some of these foreseeable issues.

The county with the worst roads for traveling in the Chicago region

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The Chicago Metropolitan Agency for Planning has a new data tool online and it provides insights into the commuting experiences of Chicago area residents:

CMAP planners say it’s time to “get people excited about data.” The hope is CMAP’s constituents — Cook, DuPage, Kane, Kendall, Lake, McHenry, and Will counties — will use the facts to understand why certain projects deserve prioritization and funding. To access the data, go to http://www.cmap.illinois.gov/mobility/explore…

To that end, a section on ride quality includes detailed maps measuring pavement conditions on both expressways and major roads. A snapshot of counties’ ride quality on major roads puts Cook County with a 47 percent rating compared to 72 percent in DuPage, 80 percent in Kane and 83 percent in Lake and 90 percent in McHenry.

Other data available includes stats on bridges in need of repair, pavement quality, the number of passengers boarding at Metra and CTA stops and the worst railway crossings for delays in the region — FYI, it’s on Chicago’s South Side at Morgan Street and Pershing Road with 3,194 vehicles delayed a day.

Taken cumulatively, the website sends a message that the region’s infrastructure needs more capital to avoid gridlock, stagnant transit and deteriorating roads. The warning is timely, with a new governor in Springfield and a push for state and federal multiyear capital programs.

Two things strike me as interesting:

1. I always like the idea of putting more data into people’s hands. Commuting is a common experience and one that people would probably want to see improved. However, without data that moves behind individual and/or anecdotal evidence, it is hard to have conversations about the bigger picture in the region.

2. Some people may like data but it is another thing to translate that data access into collective action. Assuming that some people go to this site, will they then take an interest in infrastructure projects? Will they contact political officials? Will they vote differently? How exactly CMAP goes about putting this data into action is worth paying attention to.

Collecting data to see if cyclists break traffic laws more than drivers

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Cyclists and drivers often do not get along but which group breaks the law more? Some researchers are hoping to find out:

These questions about sociology and infrastructure point to a more nuanced picture of what’s happening on city streets than most heated rhetoric — darn law-breaking bikers! — allows. Marshall, who co-directs the Active Communities Transportation Research Group with Kevin Krizek, wants to research this scofflaw behavior, why people say they do it (drivers and cyclists alike), and when they don’t.

As part of this research project, they and Ph.D. student Aaron Johnson and Savannah State’s Dan Piatkowski are running a survey that they hope will gather broad data on all of our behavior (go ahead and help science out here, even if you’re not a cyclist yourself).

Most of us, whatever mode we travel, break the law at some point, Marshall points out, whether we’re driving five miles over the speed limit, or crossing the street against the crosswalk. And yet, we tend not to treat lead-footed drivers with the same disapproval as cyclists who ride through stop signs, even though the former behavior is potentially more publicly harmful than the latter. Which raises another question: Are cyclists really more prolific scofflaws than drivers anyway?

More data on the scofflaws inside all of us could potentially help create safer streets, even, Marshall imagines, more productive public debate about how cars and cyclists coexist. There is some evidence, for instance, that cyclists may be less likely to ride the wrong way down one-way streets and more likely to wait at red lights when they’re given dedicated bike paths. This would make sense for a number of reasons.

I would like to think that having more data would solve the issues and help both sides look at the situation more rationally. However, I suspect both cyclists and drivers might prefer more anecdotal stories that privilege their own perspectives. People on the roads tend to get angry with the people right in front of them rather than with abstract groups. However, the data could be used to change the infrastructure – more bike lanes? more regulations for cyclists? Roads with no markings or separation from the sidewalks? – which then might have more direct effects.

When the underground borer Bertha gets stuck under Seattle – for a year

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The construction of massive infrastructure underground can be impressive but it doesn’t always go as planned:

A year ago this month, North America’s largest tunnel-boring machine got stuck just 10 percent of the way through a 1.7-mile-long dig under downtown Seattle. Throughout 2014, engineers have been plugging away on an ambitious plan, outlined in a Popular Mechanics feature, to free the mechanical marvel and get the project going again.

But today, Bertha remains stuck under the city. And according to an update from The New York Times, crews monitoring the project to free the machine have noticed something alarming: one inch worth of settling in the downtown district under which Bertha now sits…

Instead, investigators eventually concluded that Bertha was overheating—that grime and gunk had gotten past bearing seals, entered the machine, and muddied the operation. Engineers still aren’t sure why all this happened to the 326-foot-long machine, but they decided they had replace not only the seals but also the $5 million main bearing.

But just getting to Bertha, which sat more than 60 feet below downtown Seattle near the stadium district and the waterfront, posed a serious problem. Crews could go through the painstaking, time-sucking process of disassembling the machine from behind to make the fixes, but instead chose to dig a 120-foot-deep access pit in front of Bertha.

It shouldn’t be too surprising that such a big project could lead to a problem that doesn’t have a quick fix. Putting together a machine this size is notable in itself and getting it back on track likely requires a lot of careful planning and long hours. Yet, these sorts of projects tend to go on without much attention until they are done and people experience the benefits. Unless something goes wrong. It would be interesting to see how Seattle responds to the delay and if someone is blamed for the problems, what kind of negative consequences they suffer.