Quelle: http://www.tandfonline.com/doi/abs/10.1080/08038740.2014.931296?ai=z4&mi=3fqos0&af=R
Quelle: http://www.tandfonline.com/doi/abs/10.1080/08038740.2014.923507?ai=z4&mi=3fqos0&af=R
Quelle: http://www.tandfonline.com/doi/abs/10.1080/08038740.2013.864703?ai=z4&mi=3fqos0&af=R
Quelle: http://www.tandfonline.com/doi/abs/10.1080/08038740.2014.916346?ai=z4&mi=3fqos0&af=R
Quelle: http://www.tandfonline.com/doi/abs/10.1080/08038740.2013.864701?ai=z4&mi=3fqos0&af=R
In the face of rancorous opposition to freeways being blasted into central cities and congressional mandates to reduce noise pollution, enhance safety, and protect parks and historic buildings, federal highway administrator Rex M. Whitton consulted with experts such as landscape architect John Ormsbee Simonds and in 1966 appointed a group of eight design professionals charged with devising guidelines for improving the location and design of urban freeways. Meeting over the course of two years, the Urban Advisors (as Whitton named the group) published an extensive report as a book, The Freeway in the City, edited by Simonds. Their recommendations contributed to a long effort of design reform. Like Simonds’s proposals in several consultations on freeway projects, notably for I-66 in suburban Virginia outside Washington, D.C., design improvements were infrequently adopted because of vociferous opposition of highway engineers, additional expenses, and late inclusion in the planning process.
Quelle: http://juh.sagepub.com/cgi/content/abstract/40/5/894?rss=1
In the 1950s, the Tennessee State Highway Department planned Interstate-40 segments through Overton Park in Memphis and a central city black community in Nashville. Although slow to develop, freeway revolts emerged in both cities by the mid-1960s. Citizen activists in each city battled local municipal regimes and downtown business allies, Tennessee state road engineers, and bureaucrats in several federal transportation agencies. In Memphis, the anti-freeway organization Citizens to Preserve Overton Park, led by relentless activist and park preservationist Anona Stoner, outwitted opponents for years with appeals, demands for reviews or modifications, and eventually litigation that ended up, successfully, in the U.S. Supreme Court. In Nashville, the Interstate-40 Steering Committee, a group of black professionals led by Fisk University professor Flournoy Coles, cobbled together an opposition movement at the last moment. Their legal argument that the I-40 expressway through the North Nashville black community represented racial discrimination against an entire community seemed logical in Nashville but failed in the Supreme Court. The goal of this article, then, is to reflect on the impact of the Interstates on American cities, as well as to analyze how and why one anti-freeway movement succeeded and another failed.
Quelle: http://juh.sagepub.com/cgi/content/abstract/40/5/870?rss=1
This article examines the racialization of urban space in early twentieth-century Bangkok. After a general strike in 1910, the Siamese monarchy represented itself in urban space as the leaders of a sovereign nation with a racial Other in its midst. Rather than create a separate, walled enclave to contain this population, the monarchy drew on a material and rhetorical campaign to develop two interdependent cities with distinct racial identities. One city was a national capital under the authority of the absolute monarchy. The other was a thriving port city populated mostly by "Chinese" migrants and governed by extraterritorial law. Juxtaposing the built environment against its discursive representations, this article argues that the monarchy sought to endow the dual city of Bangkok and its inhabitants with racial characteristics to clarify national belonging, control the political power of the region’s migrant population, and cultivate support for royal urban investments.
Quelle: http://juh.sagepub.com/cgi/content/abstract/40/5/933?rss=1
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