Tag Archives: infrastructure

More on people living beneath Las Vegas

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I first ran into a story on people living under Las Vegas in The Sun (UK) two years ago. The most recent edition of Newsweek also briefly discusses this situation as part of a larger article about Las Vegas and the impact Celine Dion has had on the city:

At the south end of the Strip, near the iconic “Welcome to Fabulous Las Vegas” sign, a hidden concrete path leads into a 500-mile warren of wet, trash-strewn drainage pipes that function as an underground shelter for hundreds of the city’s most downtrodden. Several have been laid off from the same well-paid, benefits-packed service jobs that give Vegas its rep as a working-class paradise. The pipes are one of the few places police and hotel security don’t bother to tread, and since the recession, they’ve become increasingly populated, according to Matthew O’Brien, author of a 2007 book about the tunnels, Beneath the Neon.

Life here is spare and dangerous. Aside from floods that can fill the space in minutes, there is ever-present crime. Jody Alger, 48, an unemployed casino waitress, guards her tunnel with a BB gun. Another camp has two makeshift barricades at its entrance; inside, its 32-year-old inhabitant huddles on an old bed with a flashlight strapped to his head. In a nearby tunnel, John Tondee sleeps on a sagging leather couch that he found in a Dumpster. His clothes are in a messy pile, and his entertainment is a guitar with a broken string, which he uses for playing country gospel. “I’m at the point of coming out of here,” he says. “I’ve had enough.” Tondee says he’s a former maintenance worker who lost his job a year ago and couldn’t afford to pay the $675 in rent. “I’ll do whatever it takes to survive,” he says. “I’ll go around and wash windows.” At night, he used to dress in drag and walk down the Strip. But someone came into the tunnel and stole his 16 wigs. Now he has only one head of fake black curls left.

These two paragraphs are meant to set up a comparison between the glitzy and popular Celine Dion shows at Caesar’s Palace and the desperate times some residents are facing.

But from what I can gather, people living underneath a city is not a limited phenomenon perhaps tied to difficult economic times. The space underneath cities can be easier to access than people might realize: this story about Paris suggests all sorts of people end up exploring this area (though many of them are on tours of the Paris Catacombs). And the 1995 book The Mole People: Life in the Tunnels Beneath New York City, which I first read for my undergraduate Introduction to Sociology class, is a fascinating look at how a number of people have carved out a life in a space that most would avoid.

Chicago suburbs consider more roundabouts

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The roundabout has had a sort of renaissance in American traffic and road design in recent years. While many Americans might consider roundabouts to be European, there are more being built in the Chicago suburbs:

At least 10 roundabouts have recently been considered or launched in the Chicago area. The intersections consist of a center island surrounded by a one-way lane of traffic where drivers yield to circling cars without the instruction of stop signs or traffic signals.

South Holland in 2008 was one of the first in the area to build a modern roundabout. Another was finished in Lincolnshire in November. Kane County is planning one west of Elgin. Another proposal was recently unveiled for Chicago’s West Lakeview neighborhood, and the Illinois Department of Transportation is looking to convert the despised Cumberland Circle in Des Plaines into a modern roundabout as well.

Because the design forces vehicles to slow down and eliminates left-hand turns, the possibility for multicar accidents is much lower than at a traditional intersection, safety experts say.

In addition to the safety improvements, I recall reading that roundabouts also accommodate more traffic. Instead of having cars stop (at either stop signs or traffic lights), there is more continuous flow.

It is also interesting to read how suburban residents seem afraid of these roundabouts: how does one drive through them? Perhaps suburban drivers all have seen how Clark Griswold (played by Chevy Chase) got stuck in a London roundabout for hours in European Vacation. At least at the beginning, this unfamiliarity may contribute to the reduction of accidents: people have to slow down in order to figure out their next course of action.

In the long run, this is a good reminder that driving habits and behavior are very much conditioned by what we are used to. This reminds of Hans Monderman, the Dutch traffic engineer, who went to great lengths to get drivers to readjust their behavior (and the American way of just adding traffic signs doesn’t help – read about it in Traffic).

(As a side note: speaking from experience with a roundabout in northern Indiana that I drove through for several years, it is pretty easy.)

Manhattan’s grid created 200 years ago

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Manhattan, the center of New York City, is famous for its street grid running throughout the whole island. Read a short celebration of this grid’s 200th anniversary (which was actually March 21) here. Not only is the grid orderly but it cut the island into developable lots and very quickly, land speculation became a favorite pastime.

What current-day people often forget is that this grid was laid out long before New York City had advanced very far north on the island. This map from the New York City Department of City Planning up to 1998 shows that growth was limited to the southern tip of the island for much of the period that the island has had European inhabitants. (The quality of this online map is atrocious – perhaps they really do want people to send in $3.) And if you want a longer-term view, why not go back to 1609 and compare NYC blocks then and now?

Infrastructure, beware the solar flare

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Concern has grown in recent years about how much of our infrastructure, electricity, wireless technology, and more, would be affected by solar flares. National Geographic suggests that if we experience a solar flare like Carrington Event of 1859, we would be in trouble:

[T]the biggest solar storm on record happened in 1859, during a solar maximum about the same size as the one we’re entering, according to NASA.

That storm has been dubbed the Carrington Event, after British astronomer Richard Carrington, who witnessed the megaflare and was the first to realize the link between activity on the sun and geomagnetic disturbances on Earth…

In addition, the geomagnetic disturbances were strong enough that U.S. telegraph operators reported sparks leaping from their equipment—some bad enough to set fires, said Ed Cliver, a space physicist at the U.S. Air Force Research Laboratory in Bedford, Massachusetts.

In 1859, such reports were mostly curiosities. But if something similar happened today, the world’s high-tech infrastructure could grind to a halt.

“What’s at stake,” the Space Weather Prediction Center’s Bogdan said, “are the advanced technologies that underlie virtually every aspect of our lives.”…

But the big fear is what might happen to the electrical grid, since power surges caused by solar particles could blow out giant transformers. Such transformers can take a long time to replace, especially if hundreds are destroyed at once, said Baker, who is a co-author of a National Research Council report on solar-storm risks…

“Imagine large cities without power for a week, a month, or a year,” Baker said. “The losses could be $1 to $2 trillion, and the effects could be felt for years.”

An event even close in scale to the Carrington Event would quickly remind us of how much we take this infrastructure for granted.

Although I don’t wish for something like this to happen, it would make for a fascinating natural experiment. If there was no electricity for an extended period, how would governments and people respond? Would we end up in scenes reminiscent of Hollywood apocalyptic thrillers or could we survive and make do? Such movies tend to built around the idea that there will be widespread destruction, not the loss of vital electricity. And if everyone is affected, who would lead the way forward?

h/t Instapundit

Federal budget issue: increased fuel effiency, reduced revenues from the gasoline tax

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Amidst discussions about infrastructure and the price of gasoline, Obama’s administration has called for an increase in transportation spending. But where exactly the money will come from to fund this increase is unclear:

[Transportation Secretary Ray LaHood] said Obama is not in favor of raising the gas tax in a “lousy economy.”

The new tax would be necessary, in part, because the gasoline tax used to fund the highway trust fund is collecting less revenue than projected due to increasing fuel efficiency.

The exchange between Sessions and LaHood degenerated into a shouting match, with the Transportation secretary emphasizing that infrastructure can be improved and jobs created while paying down the debt.

This is one negative consequence of increased fuel efficiency: less gasoline will be purchased so without a gas tax increase, revenue from this source falls. This might call for some new ways to derive tax revenue from driving. How about more tolls? Or taxing drivers per mile driven?

Telling graphs about American infrastructure spending

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A number of commentators in recent years have pointed out the relatively small amount of spending on infrastructure by the American government. Here is another take on this, complete with some handy graphs. Additionally, here is some interpretation about government spending on education and technology:

Productivity-enhancing spending, according to Meeker, comes from three main sources: infrastructure, education and research and development investment. We’ve seen infrastructure spending collapse as a share of the budget since the 1960s. What about education and R&D?

In 1970, the U.S. (at the federal, state and local level) spent twice as much on education as health care. Twenty years later, health care closed the gap, and today, total government spending on health care is about 33 percent higher than education spending, which is more or less even with its 1970s levels.

Second, look at technology. R&D spending exploded in the late 1950s and 1960s on the back of government investments in aeronautics and science. Fifty years later, federal R&D has fallen below 1950s levels as a share of GDP, while the private sector has picked up the slack.

So after looking at figures like this, I want to ask what kind of strategies could be utilized to tackle the issue of infrastructure spending, particularly with budget issues looming all over the country?

Suburban mayors look for Mayor Emanuel’s help

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There is often a tension between a big city and suburbs: these communities have different goals and access to resources. With a new mayor in Chicago, suburban leaders say they are looking to work with Rahm Emanuel:

But suburban leaders said Wednesday that they expect Chicago Mayor-elect Rahm Emanuel to recognize that the city he will soon lead and the surrounding communities are better off working together instead of fighting each other.

“I think, with his extensive government experience, he understands that we’re all in this together,” said Elmwood Park Village President Peter Silvestri, whose town is in Illinois’ 5th Congressional District, a seat once held by Emanuel.

Silvestri was among several leaders who also said they were hopeful that Emanuel, who has a reputation as a bare-knuckled political operative, will follow Mayor Richard Daley’s collaborative lead…

Among them is Elk Grove Village Mayor Craig Johnson, who fought bitterly with Daley over the expansion of O’Hare. He said he hoped Emanuel “will respect the concerns of his neighbor and work regionally.”

Emanuel supports  a Chicago casino, an idea that hasn’t gone over well in Des Plaines, which will soon open a casino of its own…

Naperville Mayor George Pradel was another suburban leader who said he hoped Emanuel would maintain a strong relationship with his suburban counterparts.

The Chicago mayor has influence on several issues that concern Naperville, including ongoing plans to build a western bypass around O’Hare and rates for Lake Michigan water, Pradel said. Naperville is the largest suburban user of water from the lake.

As a congressman, Emanuel supported an airport in south suburban Peotone and he has voiced support for extending the CTA’s Red Line to 130th Street — two important issues in the south suburbs.

Perhaps these suburban leaders do want to work with Emanuel but to me, it sounds like they are more interested in getting Emanuel’s support for their interests and projects. Perhaps Emanuel could ask these suburban leaders: and if I help you, how does your suburb plan to help the City of Chicago or the larger Chicago region?

This may be a cynical interpretation but this is the long-running history of suburban communities: many are not interested in regional or metropolitan issues except when they might threaten the quality of life in their immediate community. Going back to the 1890s and 1900s, suburbs stopped wanting to be annexed into the big city as they could provide their own basic services (water, sewers, electricity, etc.) and didn’t want to associate with cities which were seen as dirty and crime-ridden. Today, suburbs thrive on this idea of local rule: local taxes should go into local services, such as public school districts and basic local services such as police and fire. Local or regional projects are often judged on how particular suburban communities will benefit, particularly as it pertains to their tax base and property values.

In the long run, how many of these suburban communities are willing to help Mayor Emanuel?

The world beneath Paris

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A little more than a month ago, I commented on a story about exploring underground New York City. The latest issue of National Geographic has a similar story: underneath Paris is a complex system of tunnels, abandoned quarries, and catacombs.

Although I have not been to Paris, this article makes the catacomb tours sound fascinating. Perhaps other cities, like New York or Chicago, could put together underground tours to generate some extra income. While American cities wouldn’t have centuries of bodies beneath them, I would guess that there would be plenty of people interested in such a tour.

On the whole, this article about Paris makes the underground world seem whimsical and liberating. The article ends with the idea that people go underground to escape the restrictions and expectations of the above-ground world. Are there downsides to these places or the people who explore them? And does Paris have people living underground, like New York City and Las Vegas?

Plans for real megalopolis in China

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The idea of a megalopolis dates back to the middle 1900s when people started thinking that collections of large cities, such as the large American cities on the Eastern seaboard including Boston, Hartford, New York City, Philadelphia, Baltimore, and Washington D.C., such be considered as a larger grouping. But even this good example has cities separated by decent distances.

China is planning its own version of a megapolis near Hong Kong. The plans including merging nine cities with a combined population of 42 million:

The “Turn The Pearl River Delta Into One” scheme will create a 16,000 sq mile urban area that is 26 times larger geographically than Greater London, or twice the size of Wales.

The new mega-city will cover a large part of China’s manufacturing heartland, stretching from Guangzhou to Shenzhen and including Foshan, Dongguan, Zhongshan, Zhuhai, Jiangmen, Huizhou and Zhaoqing. Together, they account for nearly a tenth of the Chinese economy.

Over the next six years, around 150 major infrastructure projects will mesh the transport, energy, water and telecommunications networks of the nine cities together, at a cost of some 2 trillion yuan (£190 billion). An express rail line will also connect the hub with nearby Hong Kong.

“The idea is that when the cities are integrated, the residents can travel around freely and use the health care and other facilities in the different areas,” said Ma Xiangming, the chief planner at the Guangdong Rural and Urban Planning Institute and a senior consultant on the project.

This sounds like a sizable project. The article suggests that this is being done for several reasons: to achieve economy of scale in certain things (like medical services) and the ability to create unified policies for the region (including transportation and pollution initiatives). And this grouping of cities could conceivably grow even larger if Hong Kong was ever added to this mix.

The article calls this a “mega city” but I think it would fit the definition of a megalopolis perfectly. In fact, compared to most examples of a megalopolis, this one would be much better suited to the idea: the cities are relatively close and will be highly connected. Additionally, the cities are laid out more in a circle pattern rather than a line, allowing a variety of connections between urban centers.

I wonder how many planners around the world would approve of such a project. Combining certain infrastructure has its appeal as planning can be done on a broader scale and without cities constructing competing systems.

Interestingly, there are no plans to give the region a new name: “It will not be like Greater London or Greater Tokyo because there is no one city at the heart of this megalopolis.” Will future residents identify themselves as residents of the region or their specific city?

Traveling through underground New York

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Walking underneath a city through the tubes, pipes, and sewers has always sounded fascinating to me. One New York Times reporter had the opportunity make an underground excursion and here is a description of the start of his journey:

Tuesday, 12:36 a.m.
Exterior Street, the Bronx

We inspect our exit point — a manhole in the middle of the road. Will Hunt, a bespectacled 26-year-old who is writing a book about the underground (“The last frontier,” he says, “in an over-mapped, Google-Earthed world.”) will serve as our spotter. Will’s job is to watch for traffic: ascending from the hole, we do not wish to be hit by a car. We are to communicate by walkie-talkie. Will ties a long pink ribbon to the inside of the manhole cover. Dangling downward, this will be our signal we have reached the end.

1:20 a.m.
Van Cortlandt Park, the Bronx

Down we go by way of sewer pipe, joined now by Andrew Wonder, a shaggy former film student making a documentary about Steve. The change is stark, immediate: darkness, shin-high water, a dull ammoniac funk. My eyes adjust, and I see an endless tunnel, rounded, eight feet high and made of faded brick. The floor is scummy and perilous to walk on. Within seconds, Steve, Erling and Andrew rip their waders: they’re taking on water. We nonetheless progress and, after 50 feet, the entrance disappears. Forgot how much I hate enclosed spaces.

1:48 a.m.
Bronx sewers

Amazing. The sounds down here are even more impressive than the sights and smells: the Niagara-like crash of water spilling in from side drains; the rumble of the subway; the guh-DUNK! of cars hitting manhole covers overhead, like two jabs on a heavy bag. Steve says we’re only 12 feet beneath the surface, but it feels far deeper. The familiar world is gone: only sewage now, the press of surrounding earth, the anxious dance of headlamps on the water. Every 100 feet or so, an archway appears and we can see a parallel channel gurgling beside us with a coffee-colored murk. I shine my headlamp down and watch a condom and gooey scraps of toilet paper float by. I check the air meter constantly: no trace of gas, and the oxygen level is a healthy 20.9 percent. I ask Steve how he navigates down here; he laughs. “Hey, Erling,” he calls out, “you’re taking care of the navigation, right?” Funny.

This sounds like an interesting adventure. But it also is illustrative of the important world of infrastructure beneath our feet that handles a lot of important functions. How this was all constructed in such a way that it was accessible and so that multiple systems could be in place (subways, sewers, phone and cable lines, etc.) is a remarkable feat of planning and engineering.

It also seems that a disproportionately large number of movie and television scenes take place in this environment. Such scenes often have a certain feel to them: a cold, dank place where monsters, rats, and criminals run around. I have read about “urban spelunking” groups that take it upon themselves to explore the underground worlds but I’m sure this is a relatively rare activity.

h/t The Infrastructurist