Engineer and the City A Symposium Sponsored by the National Academy of Engineering at Its Fifth Autumn Meeting, October 22-23, 1969 (1969) / Chapter Skim
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CASE HISTORIES
CASE HISTORIES
Pages 63-98
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From page 63... ...
South of the Airport, the route would turn east to connect with the Dan Ryan Expressway and the Chicago Skyway on the southeast side. Its course, incidentally, would not be too different from that of the existing railroad bypass, an existing transportation corridor.
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From page 64... ...
• • RECOMMENDED CROSSTOWN EXPRESSWAY m^m EXISTING EXPRESSWAY SYSTEM Figure 1. Crosstown route and existing radials.
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From page 65... ...
From the Stevenson to Midway Airport (4) From Midway Airport east to the Dan Ryan Expressway and the Chicago Skyway STEVENSON-MIDWAY AIRPORT SEGMENT In August 1968, we completed a preliminary study for the Stevenson-Midway segment and submitted it for consideration by local communities and public agencies.
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From page 66... ...
Split the alignment, with one part going down Cicero Avenue, the other alongside the Belt Line. In this manner, neither path would be much wider than our existing major arterial streets.
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From page 67... ...
Similarly, present-day Cicero Avenue, flanked by underused commercial strips, is used to accommodate a community play area, rapid transit line, expressway leg, and frontage road. Figure 8 illustrates another advantage of the split alignment.
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From page 68... ...
The Belt Line Railway industrial belt at present.
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From page 69... ...
Figure 9. Community improvement plan: Stevenson -- Midway Airport segment.
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From page 70... ...
Nearby would be a small industrial park and a small shopping center, both for airport-oriented activities. North of 47th Street would be a major shopping center, and along with other proposed centers it would give the Stevenson-Midway area modern shopping facilities in place of the old Cicero Avenue strip.
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From page 71... ...
Response to the Stevenson-Midway plan at public hearings indicates that the designers did do their homework and did know their community and in fact our public meeting process put them to a very thorough test. In summary, we discussed the plan at a series of local open meetings attended by some 2,000 residents.
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From page 72... ...
Visual standards are also one of the principal means of really knitting an alignment into the urban community, as a positive community asset. MIDWAY AIRPORT-CHICAGO SKYWAY SEGMENT Neither design standards nor the success of the Stevenson-Midway study plan is likely to result in carbon copies as we move from segment to segment along the Crosstown.
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From page 73... ...
We met this problem by ending the Crosstown Expressway with an interchange with the Dan Ryan. Then we proposed, Figure 14, that the system of collector-dis73
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From page 74... ...
CONSULTING THE COMMUNITY We decided to begin with a series of public meetings in the local communities prior to the total completion of our study plan, but with our planning far enough advanced that we could not only outline the alternatives, but also express our own preferences. Although there are no guidelines for community involvement prior to official public hearings, we felt that we were observing the spirit of the U.S.
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From page 75... ...
The official public hearings for this Midway AirportChicago Skyway segment will be held in January 1970. CONCLUSIONS TO DATE What can we say about our public meeting experience so far?
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From page 76... ...
This means that we who design and build roads are also going to have to branch out and engage in the planning and coordination of collateral development-in the building of community facilities, parks, industrial centers, shopping centers-and above all housing. Unless we can manage to use our know-how in building low-priced and moderatepriced housing in the cities, we are not going to build urban expressways.
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From page 77... ...
Then we intend, before we go into construction, to have another public hearing, in which case we would show the aesthetic considerations to the community-where the interchanges are, how they will be handled, etc.-and even on the Stevenson-Midway section, where only one hearing was required, we intend to have another official public hearing. On the other segments, we are following exactly the required procedure of having two public hearings.
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From page 78... ...
" "Help, Help, Help, for the Sick, Sick Building" with speakers and chairmen from institutions that did not exist in the early sixties. On the roster is the president of a state Urban Development Corporation; the executive vice president of a development company concentrating on inner city activities; the officer of a Citizens Housing and Planning Council; and the director of a Joint Center for Urban Studies.
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From page 79... ...
There is full recognition that many options are available for achieving a given result and that the housing and urban situation is a dynamic one full of social and human variables requiring the attention of all kinds of engineers including social engineers. If we are going to be concerned about use-value and economic quality, let's briefly look at one variable in building that appears to be more significant in affecting costs than product or system innovation, i.e., dwelling unit size, particularly in light of the trend to the purchase of more mobile homes by the housing consumer.
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From page 80... ...
Except for the mobile home industry, which has become a major factor in housing production statistics, I know of no mass production housing operation in this country. I know of no industrialized housing system produced and built in a quantity that exceeded or came anywhere near the quantity of nonindustrialized housing in the same state or even county.
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From page 81... ...
Getting any new subsystem or product into the mainstream in a quantity to be most effective to the user and preferable to the producer has been and is a timeconsuming task suggesting we first look at the mechanism for introducing relatively simple available technology before we jump into a study of more complex systems. We cannot fully benefit from mass production unless we have a mechanism for getting the factory-fabricated subsystem placed where we need it, when we need it, and at the right price.
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From page 82... ...
The new purchaser will be the systems manufacturer, the large project builder, the mobile home manufacturer, all of whom will want to bypass traditional distribution channels that developed around the small builder. The new breed of customer will want his product shaped and shipped differently, or both, will demand a different kind and level of service, and will seek new purchasing arrangements.
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From page 83... ...
If our goals are to increase the housing output by a million units per year, on a mass production basis this means that 100 entities will have to produce at least 10,000 units annually or 50 entities, at least 20,000 units annually. I have been told that the largest housing producer in the United States does not produce more than 6,000 units per year, and he is among a select small number, which means that we need to start again from scratch.
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From page 84... ...
We must make it an era when the engineering disciplines will optimize the "economic quality" of housing and the process for achieving it, as well as learn how best to combine our technological and management resources to meet housing needs. It must be a decade when we take steps as an interdisciplinary professional community to organize a National Institute of Building Sciences to cope with the problems and questions arising from putting things together in new and improved ways and to address the full spectrum of needs on housing and the related environment.
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From page 85... ...
Grinnell More and more people live in urban areas; rates of both environmental growth and decay increase; the challenge of providing human urban environments for humans grows. Urban planners and designers are faced with more complex problems: the need to deal with human needs in a human way, the need to collaborate with more people and organizations in order to accomplish results, the opportunity to use a wider variety of tools and materials in generating creative solutions.
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From page 86... ...
The first process is the one that is usually used to solve urban problems-the fragmentive process suggests some important qualities for an ideal process. Secondly, an idealized process-the integrative process-is proposed and analyzed as the basis for improved urban problem-solving.
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From page 87... ...
The Integrative Process Limitations in the fragmentive process suggest a number of characteristics for an idealized process that we have designated an integrative process. The integrative process has been the conceptual basis for the linking processes that have been developed in the Cleveland urban transportation projects designated Project DATA^ (see Appendix A)
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From page 88... ...
Programs, and the Cleveland Transportation Action Program and Project DATA (Appendix A)
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From page 89... ...
2. Project DATA-HUD Final Report, May 1969 (OHIO MTD-2, to be made available by the System Research and Development Division, Office of Utilities Technology, Department of Housing and Urban Development in late 1969 - Vol.
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From page 90... ...
for the Phase II and Phase III concepts of Project DATA plus a continuous transportation action program for the City of Cleveland as part of the Mayor's Commission for Urban Transportation. In effect, this Commission provided a mechanism for making a transition from a locus of action in Project DATA to a locus of action in the community.
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From page 91... ...
In 1957 the Detroit Metropolitan Water Services presented a master plan for water supply and for sewage treatment, but these programs did not gain acceptance. To create interest, an organization identified as the National Sanitation Foundation agreed to underwrite a review of all aspects of the two programs.
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From page 92... ...
PILOT PLANT-TEST FACILITY In order to get the most results for the dollar on the hundreds of millions of dollars we knew it would take to protect the receiving waters of the Detroit River and Lake Erie, in accordance with the accepted water quality standards, it was necessary for us to do much research. A pilot station, with equivalent capacity of a community of 2,700 people, was built in one year's time, costing $484,000.
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From page 93... ...
10. Do more in all professional organizations to effectuate the proposition that water supply and the protection thereof (pollution control)
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From page 94... ...
Flat Rock officials were told by the Ford Motor Company: "We will build a plant adjacent to your community," a type of foundry, "providing you get Detroit water." Flat Rock had its own water plant and its own sewage plant, but factory officials, building on the scale that they do, are wise to the fact that when they get the factories in there, they then can get nailed for the cost of the development of the township. These people don't bite on that anymore.
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From page 95... ...
Also tabulated are the cumulative total costs of Phase I The costs include the estimated construction, engineering, contingencies, legal, and fiscal costs.
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From page 96... ...
Secondary sludge thickening facilities 41. Secondary sludge disposal facilities 42.
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From page 97... ...
Session IV PROPOSALS FOR ACTION Philip Spom, Chairman
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