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Category Archives: cities

Abandonment, Authenticity, and Transgressive Placemaking

30 Thursday May 2013

Posted by Kelly Bennett in cities, historic preservation, incremental change

≈ 2 Comments

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Abandoned, Authenticity, Night Heron, Placemaking, Preservation, Riff, Transgressive Placemaking

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Photo by Yoni Brook via The Night Heron

When people talk about how a city is “real,” they’re talking about the parts that make it a little dangerous. Places that have been abandoned, whether by rules or by people. Times Square before Disney. West Chelsea before the High Line. Hell, the High Line before the High Line. Authenticity is at the center of conversations within historic preservation, urban development, and placemaking. We want our places real, but not too real. Especially not if we have to live there. But if we don’t use a place — really live in it — we get ruins at best and lost history at worst. Is that enough? Do we need abandonment for authenticity?

A city’s lifecycle includes a certain amount of abandonment. A building outlives its usefulness, a factory closes, a tenant moves out. Abandonment may not be so deliberate as it is a disconnect between timing and value. It doesn’t make sense at this particular point in time, for this particular cost, to use this building. Even Ellis Island was abandoned.

Abandoned Ellis

NPS Photos – Ellis Island Before and After Restoration.

EllisgreathalltodayNPSphoto

The Tenement Museum, in New York City, sits between restoration and abandonment. The detail I remember best is the portrait of FDR on the wall of one of the apartments. It hung there through the Great Depression and for another 50 years after its owners moved out. With too many fires destroying buildings’ only route of escape, New York City updated its codes to outlaw wooden staircases. The landlord couldn’t afford to put in metal stairs, so the building sat empty until it was rediscovered, now a time capsule. The museum has since restored several of the apartments, telling the personal stories of the families who lived there. They’ve also kept some apartments as stabilized ruins, just as they were when the museum founders discovered the mothballed building. Bare wood, cracked plaster, peeling wallpaper, closer to authentic. Closer to abandoned.

Our experience and perception of public space, history, and abandonment has been changed by photography and the internet. There are Facebook pages dedicated to old photos of places past their prime. Urban spelunking photography is now its own genre, museum exhibits and all. You can even take tours of abandoned places, some more dangerous than others. It’s turned into its own industry in some places. We can see the process of decay and we must really like it. By sharing images of abandoned places, are we making them public again? Taking ownership of them? 

At the intersection of abandonment, urban spelunking, and public art, is the Wanderlust School of Transgressive Placemaking. Their most recent project was a complete reimagining of public space — a speakeasy inside a water tower atop an abandoned building in Manhattan. There was a band. There were drinks. The bar, tables, and chandelier were made of piano parts. Your ticket was a pocket watch that only a friend who had been their previously could give you. Just read Dan Glass’s story about it in The Atlantic Cities. A closely related group, Wanderlust Projects, led an exploration of Brooklyn’s abandoned Domino Sugar factory and held a jazz show in an abandoned Pennsylvania honeymoon resort. Now they’re starting a series of talks on urban exploring and remaking invisible places. Is this the next wave of public art? Adaptive reuse? Temporary preservation? Whatever it is, I want more.

Photo by Yoni Brook via The Night Heron

Photo by Yoni Brook via The Night Heron

 

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Thirty Years Later, Nostalgia for Caldor

20 Monday May 2013

Posted by Kelly Bennett in cities, historic preservation

≈ 2 Comments

Tags

history, nostalgia, photography, snapshots

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Photos by richie 59 via Flickr

I’m not sure who took these snapshots, but I’m glad they did. They’re scenes from around the town I grew up, Kingston, NY, around the time I grew up, the late ’70s and early ’80s.

They’re nothing special. Strip malls, parking lots, old cars. Seriously though, who would pose for a photo in a mall parking lot? But, the thing is, these are kind of special. I’m pretty sure Caldor doesn’t exist anymore. I know that hair style doesn’t exist anymore. Is that what makes these valuable? Worthy of nostalgia? A friend from high school recently posted these on Facebook and the verdict was resounding: these photos are awesome!

This probably doesn’t mean anything for our cities. I doubt anyone is going to try to save a big box store anytime soon. First of all, they’re not built to last that long and, second, they’re so mass produced and ubiquitous that they couldn’t possibly matter to anyone. Except me and my friends in Kingston. We apparently have a soft spot for the strip malls of our youth.

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Citiography in The Atlantic Cities

26 Saturday May 2012

Posted by Kelly Bennett in cities, decline

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Atlantic City, casinos, gambling, redevelopment

Revel Resort, Atlantic City, photo by Anjan Chatterjee via Flickr

When it published my story on Atlantic City this week, The Atlantic Cities may have confused Google (according to one editor). The city’s newest casino, the Revel Resort is having its premiere this weekend and that presents an excellent opportunity to take a look at Atlantic City’s, um, interesting relationship with casino-based redevelopment.

A couple blocks off the boardwalk, Atlantic City is a different place. photo by Kelly Bennett

@Citiography on Instagram

02 Wednesday May 2012

Posted by Kelly Bennett in cities, Photos

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Why Your City Should Support Local Food

09 Monday Apr 2012

Posted by Kelly Bennett in cities, farms, local food, sprawl

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photo by Josh Jackson, nautical2k via flickr

Farmland has value, just not in small packages. As agricultural profit margins have gotten thinner and thinner, farm operations have had to become more productive and farms themselves larger and larger. So, as far as agriculture goes, small farms aren’t worth so much. And, all this cheap land on the edge of so many cities has helped fuel our suburban sprawl. It’s happened in every metro across America — cities are expanding faster than their population, taking up more acres for each person. Even cities that haven’t seen population growth have grown in overall area.

Cities lose when development moves outside their boundaries. They have to keep up with their infrastructure and maintenance costs — their roads, water and sewer lines, plowing snow — but they lose their tax base. It costs the same amount to resurface a road no matter who’s paying the property tax. Local governments around the country have tried to preserve rural areas and farmsteads, usually by purchasing land or development rights. All of this is, to say the least, expensive. But, we’re seeing a better way to help our rural areas. Instead of trying to catch up with the value suburban development pays for farmland, another tactic is to make farmland more valuable. Local food trends are already leading the way.

More and more people are interested in getting their food from local organic farms instead of the “1,000-mile Caesar Salad,” shipped from across the country. Local organic food is a little less efficient and a bit more expensive. Better for smaller farms. (Cage-free eggs are really tasty; they cost $5 a dozen, too.) Cities and towns surrounded by rural areas should try to make farming more profitable — set up farmers markets, promote their city’s connection to its countryside, set up local food networks with restaurants. For those lucky enough to have joint city-county governments, give farmers more choices. Make it easier to add B&Bs or wedding reception halls. The more people that can make money farming near our cities, the less likely it is our cities will spill into our farms.

Washington, DC farmers market

Taxicabs, Economists & a Revenue Stream

30 Wednesday Nov 2011

Posted by Kelly Bennett in cities, economics, geography, New York City, transportation, urban planning

≈ 1 Comment

photo by Rogelio Fernandez via Flickr

Evidently, New York City has a taxicab shortage. This fall, two medallions — the license to operate a cab there — sold for $1 million each. That’s because the Taxi and Limousine Commission restricts the number of cabs allowed in the city. Cab numbers were limited in 1937 to 16,900 and fell to 11,787 in the 1940s. Today, there are only 13,237 yellow cabs and those medallion owners are sitting on an investment that’s outpaced the price of gold and the stock market.

Economists hate this system. It has them going on about competition, the invisible hand, market inefficiencies, service shortages, windfall profits, etc. And all these arguments make sense, until you bring physical space into the story. Limiting the city’s taxi fleet is actually a good idea. For Manhattan, anyway. It’s just been limited for too long.

The goal of a taxi system is for any user to be able to always have a free cab at their disposal in all places. The thing is, taxis take up physical space. And when you get too many cabs in Manhattan, you get clogged streets and you may as well walk. So you have to limit the number of cabs. And when you limit the number of cabs, you have to protect consumers from the inflated prices that follow. Besides, if drivers all charged different rates, how much congestion would that cause? People would be perpetually waiting for cheaper cab to hail.

Yellow cabs should be thought of as part of the city’s larger transportation system (and their regulation brought under the city’s Department of Transportation). It’s a transportation system that needs to reduce congestion, expand mass transit, and keep fares affordable. The pent-up need for more taxis could even offer an opportunity. With cab companies signalling that million-dollar taxi medallions are a reasonable investment, the city government should print some money… err allow more taxis. Just figure out what the appropriate number of cabs is for its streets and have some medallion auctions. Then, for a city that’s famously congested, expand transit (perhaps even freeing up the streets for more taxis).

photo by Noel Hidalgo via Flickr

The Tar Sands Pipeline Loves Suburban Sprawl

29 Thursday Sep 2011

Posted by Kelly Bennett in cities, oil sands, pollution, tar sands, transportation, urban planning

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Open Pit Bitumen Mine. Photo courtesy of Louis Helbig (click for link)

A lot of people are upset about TransCanada’s Keystone XL — the 1,600 mile pipeline that would ship tar sands oil from Alberta, Canada to Gulf Coast refineries in Texas. They’re protesting outside the White House. They’re protesting in Canada. Hell, they’re even protesting in Nebraska.

There are plenty of good reasons to hate this project. It’s a complete disaster for the areas surrounding the mines, obviously. But lately, the arguments against the pipeline are piling up in two main areas: the possible mess this stuff will cause in a spill, and the guaranteed mess it will cause when it’s refined and burned. There’s no shortage of opportunities for this pipeline to cause major problems if there’s a spill. The proposed path would cross 70 streams and rivers along with the Ogallala Aquifer, a major supplier of ground-water for US agriculture. There are plenty of bad scenarios that can play out here, but the main issue is going to be the refining of this garbage. It takes two-and-a-half times as much energy to refine as conventional oil. That means your Prius is effectively going to get the same mileage as a Camry. And your Camry is going to get the same effective mileage as a Tacoma pickup truck. And your pickup truck? That will get you mileage closer to a U-Haul.

71% of the oil we use is for transportation. That is, cars and trucks. Driving to work. Driving to the store. If we don’t want this pipeline going across the center of our country, and we don’t want to burn the dirtiest fuel imaginable in our 254,000,000+ cars and trucks, we need to drive less. And while it’s true that higher CAFE standards for new cars will help, and electric cars will help, the energy used to refine tar sands or drill in the deep waters of the Gulf of Mexico, or in the Arctic is going to make quick work of any efficiencies Toyota, GM and Honda squeeze out of their engineers. And alternative energy? Daniel Yergin, the Pulitzer Prize winning oil historian says in his latest book that our current renewable technologies aren’t likely to provide enough inexpensive, reliable energy to replace fossil fuels.

So what do we do? If tar sands are profitable, we’re going to get tar sands gasoline. And if we perpetuate this situation in which we have to drive everywhere, we’re going to buy tar sands gasoline, whether we protest or not. The alternative isn’t going to be what we drive, but where we live. We need to build real cities. Real towns. Walkable neighborhoods. Places where transit can work. Places where we can choose not to drive.

Bitumen Slick. Photo courtesy of Louis Helbig (click for link)

For Downtown Revival, We’re Going to Need to Leave Our Cars at Home

21 Wednesday Sep 2011

Posted by Kelly Bennett in cities, geography, parking lots, streetcars, transit, transportation, urban planning

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Streetcars, Downtown Rochester, NY, ca 1910

Downtowns need two things to be successful — buildings and customers. Sounds simple.

What makes a downtown great is variety. Lots of storefronts. Restaurants, cafes, coffee shops, bars, shops, galleries, theaters. But how do you get the customers there? Well, some of them live downtown, but the rest are going to drive. And when your customers drive, they need to park. And when they park, you get restaurant, parking lot, cafe, parking lot, bar, parking lot, shop, parking lot, gallery, parking lot, theater, parking lot. And a few parking decks for good measure. Your downtown just lost its potential.

And the people that live downtown? Above the shops and restaurants? Well, we may be seeing a bit of a revival, but unless you’re offering more than bars and restaurants (think grocery store), every one of those downtown residents is going to want a car, too. And they’re going to need to park it in a convenient spot, because they’re going to drive it almost as much as everyone in the suburbs.

And now that everyone’s parked, your downtown has two tiers of street — the handful that are crammed with businesses, apartments and condos; and the surrounding areas with the parking decks, parking lots and the neglected rundown buildings between them. How do we get beyond this?

A streetcar system may be the answer. Connect your inner-ring neighborhoods, job centers and shopping districts to downtown and vice versa. It kills two birds with one stone. You get this potential market for downtown that can get there easily and leave their cars at home. And your downtown residents get connected to a wider range of services. And maybe some of them cut down on the number of cars they need because of it. Couples might need only one car between them. And, with more customers and fewer parking lots, you get the potential for more downtown businesses and more residents. The gaps fill in. It’s a virtuous circle.

I know. Streetcars aren’t cheap. But neither is suburban development. When you build your city on existing infrastructure, you’re not building new water, sewer and stormwater systems. And you don’t have to maintain what you don’t build. You have fewer miles of roads. Fewer water main breaks, snow plows, potholes and sinkholes. And come to think of it, hollowed-out downtowns aren’t cheap either. Your cities will lose their youth and ability to attract new residents without a vibrant downtown. Ultimately, it’s a choice between paying now or paying later.

Failing Schools? Don’t Blame the Teachers

16 Friday Sep 2011

Posted by Kelly Bennett in cities, geography, schools, taxes, transportation, urban planning

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Racially Integrated Classroom, Berlin Township, NJ, 1952

Education reformers rarely talk about the real issues. It’s not necessarily the schools themselves that are the problem — it’s the geography. We know the good schools are in the expensive neighborhoods. Of course, this is a barrier to low-income families to attend those schools. But it’s not necessarily the teachers, administrators, class sizes, or even the budget that makes those schools better. It’s the students. Well, sort of.

We know that concentrated poverty leads to bad outcomes in city neighborhoods. Well, it’s the same for schools. Family socioeconomic background influences a student’s academic achievement by providing more resources at home, but peer groups are often more influential to learning than socioeconomic background alone. Predictably enough, family income plays a role in whether a student applies for college, too. This isn’t to say that a student’s socioeconomic background is his or her destiny. There are programs that get disadvantaged students the education they need. But when you’re looking at a school with 1,000 students, you can make some pretty solid predictions of the average test score if you know the student body’s average family income. You can see this trend where the entire school district is impoverished of course, but you can see it within school districts, too. Schools with the same funding levels, same class sizes, and same policies, can have vastly different grades. And they’re absolutely tied to the student body’s socioeconomic background. So what’s the solution? Socioeconomic integration.

Not so long ago, school districts used to try to integrate students through busing policies. It was mostly because they were being forced to integrate racially, but because so many black families were (and are) living in poverty, these policies integrated students economically as well. Busing was rarely popular, especially in affluent schools, and it’s not used much anymore. Instead, schools now are trying to integrate through more of a market approach. School districts created magnet schools by concentrating resources, adding special programs (Mandarin Immersion, anyone?) in schools located in racially- or economically-isolated neighborhoods. Now the affluent white students bus themselves and the school district is more integrated than if attendance zones were based solely on neighborhood boundaries. There’s promise for charter schools to act this way, but they’re often more segregated than neighborhood schools.

The problem is, purposefully integrating schools is a giant shell game. While low-income students are stuck in the same neighborhoods, high-income families can avoid integration relatively easily. They want to send my kid to what school!? Not a chance. She’s going to (take your pick) private school, Catholic School, Montessori School. Or, we’re moving to the ‘burbs. And, the larger the city, the larger role geography plays. Low-income students often need to overcome great distances and travel time to attend integrated schools. And where district lines are drawn between rich and poor, you’re stuck.

Some people are looking for solutions in housing policy. Integrate the schools by integrating the neighborhoods. Gentrification can be a bad word, but I’m of the opinion that there’s more harm in the urban sprawl caused by school chasing than by high-income families moving into cities. Besides, there are many successful urban housing developments that make provisions for low-income families and create mixed-income communities. Limiting the amount of subsidized housing and thus lowering the poverty density of a given area can also influence who attends what school. It seems that the ultimate solution is to look beyond the free market. The widening gap between rich and poor is going to exacerbate this issue. And failing our students isn’t the best long-term plan.

Expand the Federal Historic Preservation Tax Credit To Stimulate Jobs

07 Wednesday Sep 2011

Posted by Kelly Bennett in cities, decline, historic preservation, Jobs, taxes

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Michigan Central Station, Detroit, 2011

Thursday night, President Obama is giving his big jobs speech. I doubt we’ll get any new programs or policy changes with the current state of Congress, but I want to float the idea of expanding the federal historic preservation tax credit program as a job creator. I outlined in an earlier post how this type of program helps local economies. This is an idea I’ve been working on since 2009, when I tried to get North Carolina’s historic preservation commissions to work on their representatives and senators to consider this strategy. Senator Richard Burr, a Republican who happens to live in my city of Winston-Salem, was the only one that seemed interested, but nothing got off the ground.

Here’s some background on how the program works: As it stands now,  the Historic Rehabilitation Tax Credit gives a 20% federal tax credit for rehabilitation work on income-producing properties within National Register Historic Districts and landmark properties.  While this sounds like a limited group of buildings and neighborhoods, it is actually quite broad — there are more than 13,600 of these districts in the nation.  My state of North Carolina has 400 national register districts which include thousands of individual buildings.

The tax credit program could be changed in several ways that could stimulate the economy. Here’s a start:

1. Easily the most far-reaching change would be to expand the tax credit from exclusively income-producing properties to also include all residential properties. The vast majority of historic buildings are houses and this could encourage investment in older neighborhoods, particularly the rehabilitation of foreclosed properties. This idea is part of H.R. 2555, which is in committee, but here are some more ideas:

2. The amount of the tax credit could be raised. North Carolina has a state tax credit in addition to the federal program and is very successful. A 40% tax credit on income producing properties and 30% credit for non-income-producing properties, like residences, might inspire a great deal of investment in the rest of the country as it has in North Carolina.

3. The floor for the minimum spent on a project could be lowered. Right now, a person must spend at least $25,000 on a rehabilitation project in order to qualify for the tax credit. Lowering that amount would encourage some smaller renovations by people that can’t afford a wholesale renovation.

4. There is another element of the program that allows a 10% credit to rehabilitation of “older buildings,” currently defined as those built before 1936. If this definition was changed to allow buildings “fifty years old or older,” a number of properties would be included in the program that would not be otherwise.

5. Lastly, it’s difficult for non-profit organizations to take advantage of the tax credit program since they don’t technically have an income. There are a number of non-profit organizations involved in housing issues that would benefit by being included in this program.

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