The relationship between the car and the city remains complex and involves numerous private and public forces, innovations in technology, global economic fluctuations, and shifting cultural attitudes that only rarely consider the efficiency of the automobile as a long-term solution to urban transit. The advantages of privacy, speed, ease of access, and personal enjoyment that led many to first embrace the automobile were soon shared and accentuated by transit planners as the surest means to realize the long-held ideals of urban beautification, efficiency, and accessible suburbanization. The remarkable gains in productivity provided by industrial capitalism brought these dreams within reach and individual car ownership became the norm for most American families by the middle of the 20th century. Ironically, the success in creating such a “car country” produced the conditions that again congested traffic, raised questions about the quality of urban (and now suburban) living, and further distanced the nation from alternative transit options. The “hidden costs” of postwar automotive dependency in the United States became more apparent in the late 1960s, leading to federal legislation compelling manufacturers and transit professionals to address the long-standing inefficiencies of the car. This most recent phase coincides with a broader reappraisal of life in the city and a growing recognition of the material limits to mass automobility.
As places of dense habitation, cities have always required coordination and planning. City planning has involved the design and construction of large-scale infrastructure projects to provide basic necessities such as a water supply and drainage. By the 1850s, immigration and industrialization were fueling the rise of big cities, creating immense, collective problems of epidemics, slums, pollution, gridlock, and crime. From the 1850s to the 1900s, both local governments and utility companies responded to this explosive physical and demographic growth by constructing a “networked city” of modern technologies such as gaslight, telephones, and electricity. Building the urban environment also became a wellspring of innovation in science, medicine, and administration. In 1909–1910, a revolutionary idea—comprehensive city planning—opened a new era of professionalization and institutionalization in the planning departments of city halls and universities. Over the next thirty-five years, however, wars and depression limited their influence. From 1945 to 1965, in contrast, represents the golden age of formal planning. During this unprecedented period of peace and prosperity, academically trained experts played central roles in the modernization of the inner cities and the sprawl of the suburbs. But the planners’ clean-sweep approach to urban renewal and the massive destruction caused by highway construction provoked a revolt of the grassroots. Beginning in the Watts district of Los Angeles in 1965, mass uprisings escalated over the next three years into a national crisis of social disorder, racial and ethnic inequality, and environmental injustice. The postwar consensus of theory and practice was shattered, replaced by a fragmented profession ranging from defenders of top-down systems of computer-generated simulations to proponents of advocacy planning from the bottom up. Since the late 1980s, the ascendency of public-private partnerships in building the urban environment has favored the planners promoting systems approaches, who promise a future of high-tech “smart cities” under their complete control.
Urban renewal refers to an interlocking set of national and local policies, programs, and projects, implemented in the vast majority of American cities between 1949 and 1973. These typically entailed major redevelopment of existing urban areas with a view to the modernization of housing, highway infrastructure, commercial and business districts, as well as other large-scale constructions. Reformers from the Progressive Era through the Great Society strove to ameliorate the conditions of poverty and inequality in American cities by focusing primarily on physical transformation of the urban built environment. Citing antecedents such as the reconstruction of Second Empire Paris, imported via the City Beautiful movement, and then updated with midcentury modernism, US urban planners envisioned a radical reorganization of city life. In practice, federal programs and local public authorities targeted the eradication of areas deemed slums or blighted—often as much to socially sanitize neighborhoods inhabited by racial minorities and other marginalized groups as to address deteriorating physical conditions. And while federal funding became available for public works projects in declining central cities under the auspices of improving living conditions for the poor—including providing public housing—urban renewal programs consistently destroyed more affordable housing than they created, over more than three decades. By the end of the 1960s, urban residents and policymakers across the political spectrum concluded that such programs were usually doing more harm than good, and most ended during the Nixon administration. Yet large-scale reminders of urban renewal can still be found in most large US communities, whether in the form of mid-20th-century public housing blocks, transportation projects, stadiums, convention centers, university and hospital expansions, or a variety of public-private redevelopment initiatives. But perhaps the most fundamental legacies of all were the institutionalization of the comprehensive zoning and master planning process in cities nationwide, on the one hand, and the countervailing mobilization of defensively oriented (NIMBY) neighborhood politics, on the other.
The transformation of post-industrial American life in the late 20th and early 21st centuries includes several economically robust metropolitan centers that stand as new models of urban and economic life, featuring well-educated populations that engage in professional practices in education, medical care, design and legal services, and artistic and cultural production. By the early 21st century, these cities dominated the nation’s consciousness economically and culturally, standing in for the most dynamic and progressive sectors of the economy, driven by collections of technical and creative spark. The origins of these academic and knowledge centers are rooted in the political economy, including investments shaped by federal policy and philanthropic ambition. Education and health care communities were and remain frequently economically robust but also rife with racial, economic, and social inequality, and riddled with resulting political tensions over development. These information communities fundamentally incubated and directed the proceeds of the new economy, but also constrained who accessed this new mode of wealth in the knowledge economy.
John D. Fairfield
The City Beautiful movement arose in the 1890s in response to the accumulating dirt and disorder in industrial cities, which threatened economic efficiency and social peace. City Beautiful advocates believed that better sanitation, improved circulation of traffic, monumental civic centers, parks, parkways, public spaces, civic art, and the reduction of outdoor advertising would make cities throughout the United States more profitable and harmonious. Engaging architects and planners, businessmen and professionals, and social reformers and journalists, the City Beautiful movement expressed a boosterish desire for landscape beauty and civic grandeur, but also raised aspirations for a more humane and functional city. “Mean streets make mean people,” wrote the movement’s publicist and leading theorist, Charles Mulford Robinson, encapsulating the belief in positive environmentalism that drove the movement. Combining the parks and boulevards of landscape architect Frederick Law Olmsted with the neoclassical architecture of Daniel H. Burnham’s White City at the Chicago’s World Columbian Exposition in 1893, the City Beautiful movement also encouraged a view of the metropolis as a delicate organism that could be improved by bold, comprehensive planning. Two organizations, the American Park and Outdoor Art Association (founded in 1897) and the American League for Civic Improvements (founded in 1900), provided the movement with a national presence. But the movement also depended on the work of civic-minded women and men in nearly 2,500 municipal improvement associations scattered across the nation. Reaching its zenith in Burnham’s remaking of Washington, D.C., and his coauthored Plan of Chicago (1909), the movement slowly declined in favor of the “City Efficient” and a more technocratic city-planning profession. Aside from a legacy of still-treasured urban spaces and structures, the City Beautiful movement contributed to a range of urban reforms, from civic education and municipal housekeeping to city planning and regionalism.