Short Essay #3 Daniel Rogers 6/28/2024 Chapter 6 of Eric Avila’s Popular Culture in the Age of White Flight. Avila discusses the transformation of urban life in Southern California through the lens of the developing freeway system. He examines how the decline of the streetcar and the rise of car-centric culture both reshaped the landscape of Los Angeles and had severe implications for the cities marginalized communities. In the 1900’s, Los Angeles saw the rise of what Avila describes as the new mass culture. The previous mass culture characterized by public spaces and diverse crowds was replaced by a new paradigm where personal spaces where highly focused upon. Previously, Los Angeles and the surrounding area were serviced by electric streetcars. …show more content…
Additionally, heightened racial tensions in the 40’s saw violence breakout in streetcars. But the true nail in the coffin for the streetcar is Southern California’s mass adoption of the car. The cars’ more individualistic nature, helped along by some championing from the Times, led to it quickly becoming the regions premier mode of transportation. With cars now the transport of choice, the cities of Southern California need new roads. So, a plan to construct a freeway network through all of Southern California was put into motion. This network would revolutionize travel in the area, allowing for easy access to nearly any area in the State. However, they would also fundamentally change the way that cities were constructed going forward. A burgeoning post-war economy created a very strong middle class, and the adoption of the car created the ideal circumstances for a true suburban sprawl. Streetcars and buses were effective in tightly packed cities where housing and commerce were often located near each …show more content…
The freeways were often built directly on top of poor inner-city neighborhoods in a misguided attempt to clean up those areas. This resulted in thousands of misplaced citizens with nowhere to go. Worse, the disappearance of the streetcar meant that many of these same citizens now had no means of transportation to traverse a city that was now fragmented and divided by roads and freeways. Owning a car took a significant monetary investment, which the overwhelmingly white middle class handled with no issue. But the immigrants and Chicanos of the inner cities found themselves left behind by progress. Despite these issues, freeways and the cars driven on the became synonymous with the American ideal of freedom. Popular media such as film and movies depicted owning and driving a car as the peak of American freedom and individualism. Contrasted with the streetcars or buses, the freeways represented the ability to go wherever you needed, do whatever you wanted. The freedom from cars opens opportunities for new leisure destinations such as Disneyland. The inherent economic barrier of owning a car to travel to these destinations prevented the irksome mixing of classes and races, allowing parkgoers to enjoy themselves amongst homogenous crowds. The development of the freeway system in Southern California represents a pivotal moment in the region's history, marking a shift from
Recorded during 1980 a total of 87.2% of American homes owned at least one vehicle, while 51.5% of Americans owned more than one vehicle.[2] The increasing amount of sales resulted in an increase in the amount of cars that were on the road. The large amount of cars made the time of traveling from one destination to another longer than it was when not as many vehicles were on the road. Reducing the amount of time it took to travel lead to the idea of the highway system in 1938.[4] The extensive process of figuring out where the highways should lay and how they should be created did not allow the building process to begin until 1956.[4] Besides reducing the amount of time that it took to travel to each destination the highway system will
Roll the windows down, turn the music up, and drive slowly. Now you're cruising. Cruising is the art of seeing and being seen, and in Tucson the center of this art is Speedway Boulevard. This six-lane street runs east to west through Tucson and is one of the busiest thoroughfares in the city. It hosts a mix of commercial and private buildings: small shops, offices, restaurants, grocery stores, apartment buildings and older homes, as well as the University of Arizona. Despite the apartments and occasional houses, Speedway is mostly a commercial street populated with strip malls and other businesses. Cruising is most visible along the more commercial, business-oriented East Speedway, which for the purposes of this essay is defined as the three mile stretch of road from Alvernon to Wilmot. Like most streets, Speedway was built for an entirely practical reason: to conduct automobile traffic from one place to another with a minimum of waiting. This utilitarian reason is inverted by cruising. The purpose of cruising, unlike driving, is not to arrive but to not arrive. Cruising is a social activity wherein the cars become tools for meeting other people as well as a means of getting from one place to another. The reputation of cruising, and of the nighttime Speedway, is not nearly so benign. As traffic slows and the music increases, the character of Speedway as a place - that is, a focus for human memory and experience - changes to reflect the activities and desires of the cruisers.
We take them for granted when driving miles to the closest mall. We are unconscious of their usefulness when traveling to see a distant relative by car. We can't take a moment to stop and admire their beauty and usefulness; the architectural wonders that are highways and their interchanges; which have such a rich history embedded in the American suburbia of today. Let's go back to the early 1900's, when the automobile was starting to become a dominate part of the American life (Morton, 2014). Around this time; a shift began to occur towards private transportation over public by influencing policies in their favor (Nicolaides and Wiese, 2006). One of these polices was created by the Federal Aid Highway of 1925; the United States Highway System which basically expanded the highways across the United States connecting one another, creating new opportunities for growth in many areas (Weingroff, 1996). This had many effects on different factors of the American way of life; specifically suburbia (Morton, 2014). After the war, the private home that was a luxury a few years prior, was now becoming affordable for many thanks to low interest rates and flexible payments through the National Housing Act of 1934, created by the Federal Housing Administration (Fishman, 1987). Perfect example of a policy acting towards private over public was the Los Angles Master Plan of 1941, which pushed the direction of private automobiles and singles households: there being 1.16 million cars (2.4 people per car) and having 31 percent of the city land dedicated for single family homes, this was really solidifying the post suburbia lifestyle (Fishman, 1987). In Los Angeles alone around this time, 900 square miles were transformed to tract development homes ...
Car culture had caused some serious headaches for city planners in the 1950s. They had not anticipated the added traffic when building cities and were forced to adjust their plans with mixed results. There were many side effects to the restructuring of the city, and most were not good for the city center. Business and customers were no longer funneled into the now crowded city center in favor of the more spacious and convenient periphery. Community life as well as business in the city center really suffered as a result of suburbanization caused by the car. Jane Jacobs says in her chapter called "Erosion of Cities or Attrition of Automobiles" in the book Autopia, "Today everyone who values cities is disturbed by automobiles (259...
Ford, General Motors, and Chrysler surfaced as the “Big Three” auto companies heading into the 1920’s. The invention of the automobile revolutionized transportation; by the 1920’s cars made places easier to access to people. Many of the traditionalists did approve of the automobiles, but some of them just favored the old way of walking places. The traditionalists were fearful of car accidents with the upbringing of the automobile. During the 1920’s a driver’s license was not needed in most states, and there weren’t really any “rules of the road” quite yet. No signs, signals, or traffic guards, and the roads were not ready for automobiles or pedestrians yet. Some traditionalists were not for these life risking ways of automobiles, but they were accepted among most for an increase in transportation and their easy access to even those who were not rich. The modernists at this time were known to want the exciting new changes and risks, so they were all for the automobiles. This rebellious group knew the advancement of technology with automobiles meant transportation to explore, and not be stuck in the same places within walking distance. The 1920’s
Over a significant time frame, African Americans have been forced to endure numerous hardships – one of which being the negatives stigmas that unfairly generalize their people, culture and way of life. Therese stereotypes of a whole nationality label Blacks as, “superstitious, lazy, ignorant, dirty, unreliable, (and even) criminal,” (“Stereotypes”). Such generalizations are products of the public’s perception, which has been diluted by rooted historic and current prejudice as well as the media’s conveyance of a well-known African American cultural center: Harlem. Despite negative connotations associated with it, Harlem stands as a community that strives to flourish and maintain its strong cultural status. George Canada, the founder of the Harlem Children’s Zone, states, “People think kids are all violent, and they’re all out fighting and shooting. Most of our children want to grow up in a peaceful community where they can live their lives and become successful adults” (“Your City”). Because this area has been subject to consistent historic change, its past is rocky, which accurately mirrors the struggle of the African American people. In order to achieve a better understanding of both the African American community and its cultural hub, it is essential to know the area’s unique cultural history. From Renaissance to riots; drugs wars, violence and poverty, Harlem’s history as the cultural epicenter of America’s Black community may shed some light on the evolution of its current culture, people and stereotypes.
In the twentieth century, the introduction of the motor vehicle in the United States became not only noteworthy, but also vital in the development of modern American civilization. This technologically complex machine led citizens to vast future dependence on the invention. While mobility was suddenly not limited to alternative, more convoluted options such as railroad stations or bicycles, yet copiously amplified to aid convenience and expanded leisure opportunities. From auto-racing to redesigning infrastructure, motor vehicles allowed progression, digression, and essentially uttermost change to the lifestyles of the American people. This radical idea of the automobile permeated throughout America with most, if not all, credit renowned to Henry Ford.
This paper will discuss the many unique aspects of Oakland, California. Divided into five major parts, Oakland is a very diverse city. The five major parts include: Downtown Oakland which is located in the heart of the city, East Oakland which consists of the majority of the city, West Oakland, North Oakland, and the Oakland hills where the terrain is quite different from other parts of the city. While many may perceive the population to mainly consist of African Americans and Whites, there is a significant growing population of Latinos, and Asians. The topics covered in this paper will shed light on the city of Oakland itself, and discuss the unique city that it is. I will also give my personal experience and perception on the city, after living there for 16 years of my life.
It lives on as a fleeting memory in the expansive history that is the city of Chicago, and crosses the minds of few regularly. Stretching roughly a mile in distance, Maxwell Street was once the epicenter of commerce, the birth of culture, and change. From its birth out of the Great Chicago Fire, to the first Jewish immigrants, to it’s final day as a bazaar, it is this rise and decline of Maxwell Street that has aided in cultural differentiation that ultimately gives insight into the urban spacing and transitions in the city of Chicago.
... middle of paper ... ... Apart from creating a dependence on the automobile, traffic congestion, air pollution and fatal casualties increased with the increasing number of automobiles on the road. During the 20th century, the automobile changed American society in many ways.
It is easily recognizable that the automobile culture has grown substantially since the discovery of automobiles and creation of the Model T in the 1950s by Henry Ford. Automobiles have revolutionized over the years increasing in horsepower and other specs as time progressed. (James) The automobile ended rural isolation and brought urban amenities—most important, better medical care and schools—to rural America (Foner and Garraty, 1991).
In the 1950s, everybody is dreaming of having a big car and cars became increase among the suburban and they are the heist who bought almost eight million cars in 1955. “Nine out of ten suburban families owned a car, as compared to six of ten urban households.” (Tindall and Shi 1255). New Technology changed everything, there transportation system were easy and this makes them travel from one place to another, the car changed their social life and make it suitability for them to go for shopping, better than riding animal and walking.
No technology has had a greater impact on the American life than the automobile. Where we live, how we work, and how we travel, what our landscape looks like, our environment have all been shaped by the automobile. There isn’t a better place that demonstrates the social, geographic, and political changes brought by the industry than Detroit, the motor city. Detroit was situated to be a center of the American automobile industry. All of the material that was needed to build was easily accessible to the city by the great lakes waterways and by rail. The automobile industry helped people with their everyday lives and changed the way people saw the world.
After World War II, the United States of America became a much wealthier nation. As America gained wealth and the populations in urban cities and transportation technology increased, many Americans spread out, away from the urban cities, to fulfill the common dream of having a piece of land to call their own. The landscape constructed became known as the suburbs, exclusive residential areas within commuting distance of a city. The popularity and success of the suburban landscape caused suburbs to sprawl across the United States, from the east coast to the west coast and along the borders between Canada and Mexico. By the 1990s, many suburbs surrounding major urban cities developed into being more than merely exclusive residential areas. The new kind of area developed out of suburbia, the post-suburban environment, has the characteristics of the suburbs and the characteristics of the central city, or what postmodern political geographer and urban planner, Edward Soja calls, ‘the city turned inside out' (Foster 1). The post-suburban environment, is “a fundamentally decentralized spatial arrangement in which a variety of commercial, recreational, shopping, arts, residential, and religious activities are conducted in different places and are linked primarily by private automobile transportation” (Kling 1). The multifaceted aspects of the post-suburban environment make it an attractive and dynamic space with opportunities of employment. Topanga Canyon, near Los Angeles, California, is such an example of a suburb space that's developed into a dynamic post-suburban space. Since the post-suburban space of Topanga Canyon is dynamic and filled with employment opportunities, it's attractive to Mexican immigrants who wish to have a better l...
In many ways, today’s Los Angeles can credit Anglo immigrants of the late 1800s and early 1900s as the driving force behind their communal roots. Their imagined reality of a rural city, the process of creating, leaving and fighting for their neighborhood, have left traces in the city. These traces can be seen in the fragmented infrastructure of Los Angeles. They can be seen in the callous, sometimes violent, social interaction within the community. Yet as youth and minority groups continue to socially interact in increased acceptance, Los Angeles will begin to lose some of its fragmented feel. Each generation will continue to unite Los Angeles through shared social interaction and experiences.