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Showing posts with label Neighborhoods. Show all posts
Showing posts with label Neighborhoods. Show all posts

2014-10-12

The Life of American Cities: October 12, 2014


One Good Street Per City…Is It Enough?

Recently Ogden’s 25th Street was named as one of America’s Ten Best Streets by the American Planning Association.  A well-deserved distinction, Ogden’s 25th Street has long been a favorite of mine, along with other great Utah streets like Provo’s Center Street, Brigham City’s Main Street, Park City’s Main Street, along with most of Utah’s smaller central towns like Helper, Gunnison, and Panguitch, to name a few. 
Most of the examples of good streets in Utah towns and in American towns and cities in general are the result of cyclical economics.  These streets were originally the commercial centers of the cities and towns we call home.  They were more than just centralized business locations, they were the town centers, the civic characters of cities and were the heart of communities.  Most originated prior to the automobile, and thereby were centrally located for pragmatic reasons; they were the “walkable” and “walk toable” centers of the communities.  All the services necessary to support daily living in a neighborhood node or a small community were found in these civic centers, and as a result they were filled with people.  Over time, as first the streetcar and then the automobile came onto the scene, the centers were stretched and pulled apart as fundamental services were displaced.  Over time, investment in the centers waned and many fell into disrepair and neglect.  People ceased visiting the centers due to the lack of essential services which only further eroded the character of these bygone places.  People began taking an interest again in the 1970s, and what all these great streets have in common today is a huge public and private investment over the last 40 years to revive these civic centers.  Much of the reason they are great today is due to the fact that when they were forgotten, they were truly forgotten and the original structures were abandoned and left alone. 

But 40 years of intense investment to still have the root of the original problem exist is demoralizing. These streets are quaint and cute, but they are really just a fake image of their former selves.  It’s as if the original owners moved out or were forced out and were replaced with absentee landlords.  Now, it’s not my intention to criticize the businesses that exist on these streets because in many cases they are locally owned businesses, but drugstores have been replaced with optometrist offices, nickel and dime’s  with high-end bike shops, department stores with law firms, grocery stores with lingerie shops, and sporting goods stores with overpriced restaurants. In other words, the basic services that used to exist on these streets no longer exists, instead boutique shops line the streets because nothing is capable of competing with suburbia’s big box retail outlets. Habitation on these streets is typically limited to evenings, weekends, and holidays when it feels good to stroll down the paths of a great place.  I would argue that Ogden’s 25th Street is a great street that is dedicated to the automobile and it is really only great from Grant Avenue to its Union Station terminus.  That seems to be the problem. 
But the larger issue is that our American cities have one great street, one great place, and it rests on a terribly fragile foundation.  As long as our cities are dedicated to the automobile we may have to be assuaged with having just one great street.  Until we revolt and start imposing on our cities a “walkable” and “walk toable” landscape, that will be what we are left with.   Take a walk down to your Main Street, USA, inhabit the place.  Walk it.  Use it.  Demand the need for it.  Start your own revolution to make American Cities great, one street at time, not just on one street, but the whole city.

2014-10-06

The Life of American Cities: October 6, 2014


My teenage boys recently went to a concert in Provo with some friends to see a band whose name I can’t remember, and if I tried to remember it would seem an attempt to betray my true age.  I was interested in their Instagram post following their outing, the initial one stating “Provo is cool.”  And the follow up:  “Provo is cool because we were there.”

It takes people to make a place.  I’m always a bit chafed when architecture is presented in a sterile photograph without people, a laboratory, a fake.  Sitting in Piazza della Rotonda in Rome just over a week ago photographing the Pantheon, it would have been unthinkable to photograph this masterpiece without the masses milling about.  The Pantheon is truly a pinnacle of art and engineering, the zenith of Roman architecture.  What makes it so interesting is that it has been in continuous use since 126 CE.  People of different cultures, nationalities, and eras have graced the Pantheon since its origination.  People, people, people.  Is the Pantheon a place because of the people that inhabit its graceful interiors, or sit on the steps of the Fontana in the warm Roman sun, or seek refuge under the powerful portico?  Or is it a place already? Is place a predetermining factor for population?  Is place somewhere that attracts the people to its essence, its beauty?  Would Piazza della Rotonda be the same if the Pantheon were a ruin, a bare foundation scarring the earth?

Now Rome is vastly different than Salt Lake.  There is a monumental building on every corner.  The whole city seems to be a place, full of places, each with its own distinct character.  What these places all have in common is that they are populated, constantly, day and night.  Rome is a dense, compact city.  Salt Lake is not and will likely never be.  But Salt Lake does have the makings of place.  Salt Lake has a street infrastructure with so much potential for complete streets that their nearly ubiquitous use by the automobile is maddening.  Where is Salt Lake’s essence?  Where are Salt Lake’s great places?  I’m looking for answers here.

There is a new place which is just being introduced to the city.  Formerly a freight corridor for the Denver and Rio Grande and Union Pacific Railroads, and later abandoned, the S-Line greenway is a multi-modal transportation corridor primarily dedicated to the new UTA Streetcar, but with a wide and substantial bikeway, a smaller pedestrian pathway, and paved plazas at each street intersection, all of which is sited in a breathtaking landscaped greenway native to the Utah environment.  This place is just beginning to attract people, but remains fairly quiet most days.  I rode my bike on the S-Line on Sunday and it was slightly disappointing to be the only one on it, though it may have facilitated my higher speeds over the posted 9 mph limit.   The connections on the east and west ends are a bit tenuous and with continued investment on the part of South Salt Lake and Salt Lake City, there should be better integration into the existing urban fabric, but right now it remains slightly isolated. 

This essay will remain slightly open ended but I ask you the reader to comment and identify the essence of Salt Lake, to name the great places of our city, or potential places that are lurking in the background, like that old abandoned freight corridor.   

 

2014-10-04

The Life of American Cities: October 4, 2014

Having just returned from a two week excursion in Italy seeing such places as Venezia, Roma, Firenze, Milano, and five beautiful coastal villages built impossibly on the craggy cliffside abutting the Ligurian sea called "Le Cinque Terre" (Riomaggiore, Manorola, Corniglia, Vernazza and Monterosso), over the next 2 months I will write a blog about my experiences, my reminiscences, my biases, and my readings of the life of my American city, Salt Lake.  In the course of my blog, I will include my experiences of other American cities I have visited in the past, namely New York, Washington D.C., Baltimore, Charleston, Boston, San Francisco, Portland, Austin, Buffalo, Spokane, Indianapolis, Seattle, Phoenix, and Los Angeles, to name a few, as well as some better known Utah cities such as Ogden, Provo, St. George and some lesser known examples like Springville, Orderville, and Saratoga Springs.  In addition, I will be looking closely at another American city I will be visiting in November, Savannah, Georgia. 

2014-10-03

The Life of American Cities: October 3, 2014

I spent 25 minutes walking one way to the nearest coffee shop (not located in a convenient store) from my house.  I passed 3 bikers and one pedestrian, and this is rush hour, 8:00 am on Friday.

2011-12-07

South Salt Lake and the Quest for Civic Identity

The City of South Salt Lake relishes a rich history, more than the current physical structure of the city invokes.  When the pioneers arrived in the Salt Lake Valley on July 24, 1847, settlements were quickly established on the fertile strip of land flanking the river flowing out of the Wasatch mountains to the east, later named Millcreek, as irrigation ditches were dug, and the valley's finest farms, orchards, and dairies were established on the flat alluvial landscape.  The plan for Salt Lake City's blocks ended at 900 South (today 2100 South).  The area to the south of Salt Lake's southern edge to present day 2700 South, was referred to as the "Big Field," where the pioneers cultivated their needed crops in the abundant fields. Originally, the area was made up of three distinct unincorporated areas: Millcreek, Central Park and Southgate and the area continued to be sparsely populated agricultural land, with parcels allocated in five- to twenty-acre units, until about 1870. Around that time, local businesses began to develop  including Husler's Mill, built about 1865 on the banks of Millcreek onTerritory Road, which is today's vehicular behemoth, State Street.


Husler Mill, ca. 1921
Other private, noteworthy developments of that era include Winder Dairy and Calder Park. Calder Park was established in the 1860s by George and mary Calder, clearing the well watered land with oxen, planting grass and trees and creating a lake from a natural spring to be used for boating spanned by a picturesque bridge.  The proprietors continued to develop the park installing a dance pavilion, racetrack, ball park, a carousel, and other attractions.  The park passed through different ownership including the Rapid Transit Street Car Company which ran the park from 1891 to 1902 and extended streetcar service to the park along 700 East installing electric power throughout the park. At its peak, Calder Park was attracting over 100,000 patrons per season.


Wandamere Park 1911
The LDS Church’s Granite Stake assumed ownership in 1909 and changed the name to Wandamere Park and, presently, after being acquired by Charles Nibley and donated to Salt Lake City is today known as Nibley Park, a municipal golf course, and but a shadow of its former self.

The area continued to grow and develop.  Near the turn of the century, development of infrastructure began with major dirt roads being covered with slag from nearby smelters and the construction of public buildings such as schools and churches.


State Street looking south from 2100 South


Miller School and Mormon Church, 3300 South, ca. 1910
Two of these structures remain as historical landmarks. The Scott School was built in 1890 on the northeast corner of 3300 South and 500 East. With various additions made over the years, the schoolhouse evolved to become part of Granite High School, and currently functions as the Pioneer Craft House, owned by the City of South Salt Lake, and continues to play an important educational and cultural role in the community.  In 1899 the Catholic Church built the Saint Ann's Orphanage and church on the south side of 2100 South between 400 and 500 East. The orphanage was adapted into an elementary school in 1955 and remains as one of the premier private educational institutions in the Salt Lake Valley.


St. Ann's Orphanage, ca. 1910.

The Granite Tabernacle was built by the Mormon Church in 1903 on the northeast corner of 3300 South and State Street. The Granite Tabernacle was considered one of the finest tabernacles, with a tower rising 133 feet and a dome arching seventy feet over the assembly hall that seated 2,500 people. Unfortunately, the landmark building was demolished in 1956 and the site is today imperiously occupied by a Megaplex theater.


Granite Stake Tabernacle, ca. 1910.
In 1936, several area businessmen formed the South Salt Lake Businessmen's Association to address the issue of using septic tanks or open cesspools which drained into local creeks, and decided to put the issue of incorporation to a vote. Against strong opposition, the vote passed on September 28, 1938, and the City of South Salt Lake was incorporated. The sewer was built for $462,000 using mostly pick axes and shovels. The City of South Salt Lake was the result of a pragmatic collaboration by forward looking business owners to provide sewer treatment and municipal water services to the businesses and residents living in the shadows of Utah’s capital.  The founding of South Salt Lake is thematically tied to secession, given the unwillingness and lack of commitment on the part of Salt Lake City to respond to growing needs, the city fathers set out to create a community to serve the residents, businesses and farms populating the area in an effort to create an individual civic identity and community.


City of South Salt Lake Landmark

So what’s happened since that time?  South Salt Lake’s history quietly eroded away being overrun by a monotonous landscape filled with Salt Lake’s leftover industry.  South Salt Lake has lost numerous historic buildings and landscapes and is now segregated from communion with Salt Lake City and its own west side, cut off by Interstate-80 and I-15.  The hub of the most traversed intersection in the state, the “Spaghetti Bowl,” filled with a complex array of on and off ramps, rushes travelers through the city at enormously high speeds.  In addition to the mid century transportation infrastructure, South Salt Lake is the site of a large commuter transit hub, the Central Pointe station connecting Sandy-Salt Lake and the Salt Lake-Daybreak line. 

As the city has developed over the 20th century, a disproportionate commitment to industry and business earned the city the moniker “City of Industry,” to the detriment of its city character and negation of diversity.  South Salt Lake’s borders are diaphanous and ill-defined, existing chaotically as a carpet haphazardly rolled out from Salt Lake City along State Street. 

As the City embarks on their journey into the 21st century, a visionary mayor and city council are attempting to build a sustainable and livable community atop the existing framework of disjunction and fracture, “a city on the move.”  Mayor Cherie Wood asserts, “Those who live here realize that these city lines contain all that could be desired in a community.”  While the statement is an exaggerated attempt to sell the city to business and residents alike, there is an element of truth to the statement.  The more accurate statement would be that “these city lines could contain all that could be desired in a community.”  There remain mountains of work to do.  One effort that has languished in the poor economy is the Market Station project, a large scale mixed use development centered around the light-rail transit hub at Central Pointe. In addition, by 2013, a street car line is expected to run along an existing rail line just south of 2100 South (the northern border of the city) from the Central Pointe TRAX station to the Sugar House neighborhood.  These progressive developments are pointing the city in the right direction, however there needs to be a centralizing force, a project which coalesces all of these important elements into one shared whole.

Proposed Market Station, 2100 South and Main Street

To that end, the most significant component of that vision is the effort on the part of the city leaders to establish a city center, a symbol of the community.  Rather than redefining or inventing a symbol for the community, the city has set its sights on historic Granite High School, recently vacated by the school district due to declining attendance and shifting demographics.  The opportunity to purchase the property presented itself and the city of South Salt Lake embarked on the road to acquisition by putting the decision to the voters of South Salt Lake in a $25 million dollar bond proposal. 

Granite Senior High School, 1934.

Home to one of the highest per capita violent crime rates in Utah, the status quo of South Salt Lake is so ingrained in the voters’ minds that they necessarily reject any proposal geared toward improving their community, creating civic identity, and establishing a sense of place.  South Salt Lake lacks any identifiable city center, physical or symbolic; and no, having a City Hall housed inside a billboard off of I-80 does not count.  The Granite High Bond was regrettably defeated, 1006 against to 1001 for. 


City of South Salt Lake City Hall, as viewed from I-80
The Granite High bond was an opportunity to create a long needed identity for the city, a civic center, a place to gather and commune, a democratic agora where citizens and politicians interact on equal terms.  The historic Granite High School would have become an immediate community asset, yet the voters in South Salt Lake have passed on a promising opportunity and must accept continuing second tier status.  Most businesses opposed the bond, citing poor economic times, a shortsighted vision, negating that South Salt Lake would become a more attractive business center as a real community is established.



Artist rendering of redeveloped Granite High School Campus

So to a missed opportunity, a reiteration of the fight song of the Granite High Farmers is warranted:

“When sight and sound of the campus
Fade in the long, busy years
Yet will return in our memories
Echoes of old songs and cheers.

You, of the field, track and diamond,
Fighters for clean victory,
You who love the fair, square sport,
You'll hear the song of the "G".

Go it Granite, go it Granite
Hear the battle cry;
Go it Granite, go it Granite
Yours 'til we die.

She will remember, you'll not forget her
Though you are far away
She is calling, calling to you ever
Honor the grand old "G"!”


© 2011 Steven Daniel Cornell 

2010-07-24

The Dilution of the History at Trolley Square in Salt Lake City

The block currently housing Trolley Square was previously the site of the L.D.S. Tenth Ward Square, designated by Brigham Young on February 22, 1849 as one of the original nineteen wards in Salt Lake City. Architectural remnants of the Tenth Ward can still be found near the Trolley Square block. According to the historic marker located at 410 South 800 East:

"…only the Tenth Ward Square retains the buildings which served the settlers’ spiritual, economic, cultural and education needs. Still standing are the 1873 meeting house, the first building used exclusively for religious purposes; the third schoolhouse, built in 1887 and one of the earliest known designs of Richard K. Kletting, prominent architect and Mormon immigrant of 1883; the late Gothic Revival church constructed in 1909; and the Tenth Ward store built in 1880."  (1)
The Tenth Ward was originally bounded by Sixth East to the west, the foothills to the east, Third South to the north and Sixth South to the south. The ten-acre block Tenth Ward Sqaure since served as the states’s first fairgrounds and more prominently as the Utah Light and Railway Yard when Union Pacific and Southern Pacific President E. H. Harriman selected the site for a $3.5 million investment to construct the Mission-Style trolley sheds and maintenance buildings in 1908. By 1914, with its state-of-the-art trolley system and network of tracks, more than 144 trolleys served the Salt Lake Valley, and as far north as Bountiful and Centerville, from the site. The system utilized 146 miles of track and was the premier transportation system in the state. With the advent and rapid dissemination of the automobile, however, the trolley lines were phased out and displaced by a more economical and seemingly agile modern bus system in 1945.



By the early 1970s the trolley sheds were in a state of serious neglect, their early prominence and architectural detail disguised by a coat of shameful yellow paint, applied by the Utah Transit Authority and Utah Power and Light Company, co-owners of the block and used as a bus storage facility. (2)



The archaic trolley sheds were saved from demolition in 1972 by local developer Wallace A. Wright, Jr. The iconic structures were scrubbed of the off-putting hues and transformed into a destination market-place, resembling similar adaptive reuse projects such as San Francisco’s Ghiradelli Square and Boston’s Faneuil Hall. Wright’s attention to detail and reuse of architectural elements from turn-of-the-century relics in constructing its stores created a truly unique ambience and would eventually endear the place to the local residents and mark the site as an important historic Salt Lake City icon. Following the renovations, the newly redeveloped Trolley Square was immediately registered as a historic site by the State of Utah in 1973 and later included on the National Register of Historic Places in 1996. It remains one of the most visited and recognized historic sites in Salt Lake City.



Trolley Square has successfully served the high end retail market since the early 1970s and, more recently, in an effort to maintain its viability and, ironically, in the wake a tragic multiple homicide on February 12, 2007, announced a $60 million dollar expansion including renovation of the existing structure and the additions of nearly 185,000 square feet of space. The expansion required the demolition of the historic Sand House building, located on the northeast side of Trolley Square and which recently housed a Wells Fargo Branch, where the construction of a new 40,000 square foot Whole Foods Store is forcefully underway. The development of the entire Trolley square block is evident as the historic trolley sheds and maintenance buildings progressively recede into the shadows of the larger structures obscuring the views to the historic buildings and into historic site. The loss of the historic Sands Building is evidence of the developer’s economic priority to wring out every possible dollar from the site and their concurrent devaluation of the fragile historic asset.



The lack of creativity on the developer’s part to work within the existing historic context will ultimately diminish the force and success of the project. It will lose its quaint and endearing connection and sense of place with the local residents while its historic character is lost in the struggle with its new oppressive sibling. In a recent article in Salt Lakes alternative newspaper, City Weekly, Alan Barnett, lead reference archivist at the Utah State History Archives, stated in reference to the Trolley Square expansion: “It’s not the end of the world, but it’s one more thing that sort of erodes our community.” (3)

Given the sensitive historic nature of the proposed expansion, the project was scrutinized by the Salt Lake City Landmarks Commission beginning in 2007 as the developers, Trolley Square Associates, LLC, presented plans petitioning the commission for a Certificate of Historic Appropriateness. During the initial meeting, the Historic Landmarks Staff recommended approval of the application with a number of recommendations including, among others, extending the ground level windows on the east elevation of Building C closer to the ground to create a knee wall consistent with the store fronts of the existing buildings, that the parking level of Building C have two cutouts per wall section and that the cutouts are similar in dimension to existing second story windows on the historic buildings, and that the section of wall on the west elevation of Building C include some design feature or artwork that creates a visually interesting terminus to Trolley Lane.

The Landmarks Commission is bound by the Design Guidelines for Residential Historic District in Salt Lake City when reviewing proposed development projects in historic districts. The word “similar” permeates the text in this guiding document as it attempts to describe the architectural relationship between new construction and existing historic buildings. Paradoxically, that same document, in Chapter 11 “New Construction in Historic Districts” states:

"Rather than imitating older buildings, a new design should relate to the fundamental characteristics of the district while also conveying the stylistic trends of today. It may do so by drawing upon basic ways of building that make up a part of the character of an individual historic district. Such features upon which to draw include the way in which a building is located on its site, the manner in which it relates to the street and its basic mass, form and materials. When these design variables are arranged in a new building to be similar to those seen traditionally in the area, visual compatibility results." (4)
However, stylistic trends of today are not deemed compatible and the Landmarks Commission regards compatibility as Post-Modernist folly. The shortsighted views of the Historic Landmarks Commission have diluted the existing historic character at Trolley Square with ‘compatible’ new construction. The site has become a bland and prosaic mix of old and new architecture. New construction in historic districts is so handicapped by compatibility restrictions that there is no conveyance of “stylistic trends of today.” The misguided efforts of local landmark commissions to maintain historic character is at the heart of the loss of that very character.

In an oblique statement from the developer in April 2007, the project was described as retaining “all of the elements that have distinguished it in the past…” (5)  Similarly, Jerry Hunt, co-founder and president of Blake Hunt Ventures, the development partner for Trolley Square Associates LLC stated:

"There’s a lot of emotional attachment to Trolley. What we wanted to do from the very beginning…is not take away from Trolley but really add some other components and dimensions to it. We think it’s a wonderful project and had great ‘bones.’ We just wanted to enhance it and add to it." (6)
Salt Lake's Historic Landmark Commission approved the expansion at Trolley Square at the September 5, 2007 meeting by a 5 to 1 vote and construction began in 2008. In an almost laughable report by the Ogden Standard Examiner under the title: “Trolley Square gets a modern update while still preserving most of the historic feel” the expansion is described in terms of historic compromise:

"Although many residents of Salt Lake City are saddened by the loss of the ability to view the historic architecture from the street, the new construction is, in general, sensitive to the historic landmark as it incorporates many of the historic elements, such as archways, into the architecture of the new buildings. This type of historic compromise is sometimes required in order to keep historic structures viable for modern living."  (7)
There is, in fact, little sensitivity in the design of the Trolley Square expansion. The article continues by describing the requirement by the Salt Lake City Historic Landmark Commission to include “appropriate architectural style of the new buildings to blend appropriately with the historic architecture.” (8)   The appropriate architectural style of the new buildings required by the Landmarks Commission provoked the dilution of the historic mass and scale, materiality, façade elements, rhythm and spacing, and overall architectural character. In a word, the historic buildings no longer possess their idiosyncratic style due to a false and cheap imitation. The white concrete arches of the original entrances to the trolley sheds are shamelessly adapted and copied throughout the project, resembling a throwback to McDonald’s retro-arch. The new buildings are clad in a distressed red brick, one to match the effects of sandblasting, a process imposed on the trolley sheds during the 1970s renovation. The most disturbing element in the development is, ironically, the glorification of the automobile with the new eye-popping semi-circular concrete ramp providing access to the parking structure above the Whole Foods Store. The ramp is sited on the most prominent portion of the site on the corner of 700 East and 500 South and will compete with the iconic water tower in visual prominence. The only elements missing on the ramp are pulsating neon lights. Why the decision was made to park the cars above the store and not to dig out a traditional below grade parking structure is beyond my capacity to imagine. Perhaps it was to display the true nature of the project as a homogenous surburban shopping center, as Alan Barnett feared. The above grade parking structure stinks of a Walmart-like distrust and dislike of existing context. No longer is Trolley Square telling the story of its history as a train shed, but now it is just a glorified automobile shed. As such, Building C, the largest building on the complex is unnecessarily tall at 38 feet 8 inches, with the entrance feature reaching 45 feet. But, keep in mind, it’s not as tall as the existing trolley shed building to the south and, therefore, its compatible. The original hierarchy of the site is, however, completely lost as a result. Whereas, the trolley shed building fronting 700 East was previously the primary building on the site (Building D in developer parlance), Building C has now assumed that role because it is 8 feet longer along 700 east and sits roughly 30 feet closer to 700 East than Building D. Its façade does not in any way continue the consistent rhythm found in Building D, in fact its façade is so disjointed and disconnected, one is left wondering how many designers were involved in drafting the lengthy elevation. At a typical 1/8” architectural scale, it would require three 42” wide sheets to capture that façade.

The Landmarks Commission’s tacit approval of these elements is perplexing. They speak of rhythm and continuity, yet shut their eyes and plug their ears when confronted with the very issue. In all their deliberations, there is little discussion of the façade of Building C and its relation to existing context, especially its relation to the significant historic façade to the south (Building D) and its detrimental impact. As a commission, they were much more concerned with the creation of an interior courtyard and the ‘partially’ intact views of the historic buildings from the surrounding streets.

As requested by the Landmarks Commission, the developer enlisted the help of ZUM LLC, a digital rendering company, to produce images of the final project. (9)  The rich blue sky and the crowds of happy people with their bulging shopping bags inhabiting the site can’t disguise the awkward relation between old and new architecture in the background. In each of the images, there is a messy layering, with the existing structures peering out from behind the bulk of the new, like chained and caged animals. In an evasive manner, the developers never rendered the principal elevation of Building C, the behemoth on 700 East. They were more gracious though in the animation sequence, providing a three second window of the east elevation from a camera positioned on a helicopter doing a high pass about a mile to the north-east.






The expansion project is nothing short of historic encapsulation, an analogical method of abatement for asbestos and lead in historic buildings. By covering the threatening materials with new, the threat is encapsulated and neutralized. There is no difference here, except that what is being covered and obscured is a valuable asset to the community and source of a valuable sense of place. Trolley Square will lose its appeal in the effort to eke out every last dollar from the site. Ironically, the adaptive reuse and preservation of Trolley Square’s viability as a market place in the 1970s will be the lynchpin that assures its eventual destruction, for as they say, “this type of historic compromise is sometimes required in order to keep historic structures viable for modern living.” (10)

1.  http://www.hmdb.org/marker.asp?marker=1417, from inscription on historical marker at 410 South 800 East, Salt Lake City.
2.  General information gathered from: http://www.trolleysquare.com/history.php
3.  http://www.cityweekly.net/utah/print-article-10572-print.html
4.  http://www.slcgov.com/CED/HLC/content/Design_Guidelines_Book.asp
5.  Trolley Square launching renovation Deseret News (Salt Lake City), Apr 12, 2007 by Jenifer K. Nii Deseret Morning News
6.  Trolley Square: Shopping mall is undergoing spiffy $60 million renovation. Brice Wallace Deseret Morning News Published: Thursday, Dec. 13, 2007
7.  Standard Examiner May 12, 2010.
8.  Standard Examiner May 12, 2010.
9.  http://www.zumllc.com/
10.  Standard Examiner May 12, 2010.


© 2010 Steven D. Cornell

2010-06-15

Essay on Place - Reminiscences From My Childhood: Grandma Whitney’s House

Going to Grandma’s house was as much a part of Sunday as our mandatory attendance to worship services. It was a place where the Whitney families congregated, a sacred space where life was lived, where childhood relationships were formed, nurtured and reinforced, and where one was privileged to feast upon Grandma’s repertoire of homemade meals, cookies, pies and breads. Sitting in the backseat with my brothers and sisters on the black mesh fabric of the family’s 1973 Chevrolet Nova, making the customary 18-mile southerly journey to Springville, Utah, was an event anticipated all week and one which transported us to another time and place. Equipped with an AM radio, our Nova lacked air-conditioning and our trips were uneventful, relentless, and monotonous. Our young imaginations demanded and created diversionary games and thereby, the journey and destination melted into a single monolithic event. Along the route, milestones were marked, measured and checked-off with military precision. Contests were constructed to find who could spot the familiar landmarks first. Just outside of our hometown, American Fork, the vandalized foothills of Mount Timpanogos bearing the block “G” loomed above Pleasant Grove and ceremoniously symbolized the beginning of our journey. Geneva Steel – the grimy iron smelting plant spewing its toxic smoke – bisected the path between origin and destination. Utah Lake, situated to the west, lapped the shores with its polluted waters and wafted its distinctly putrid smells into the broad valley. The old radio transmission tower found off of Provo’s Center Street exit, with its contrasting red and white checkered motif, seemed in my impressionable and abundant mind a rocket ship readied on the launch pad awaiting the final countdown. The larger and more impressive white-washed block “Y” on Y-Mount marked the province of Brigham Young University. The white-washed Mormon temple, further to the south – and a necessarily stark counterpoint to the perpetual black plumes of the grimy steel plant – gleamed like a beacon on the east bench at the mouth of Rock Canyon below the towering crags of the Wasatch Mountain. A large star-shaped concentration of white gypsum deposits on the east slope as one neared Springville was, in our young minds, a perpetual patch of snow. Mapleton Mountain to the southeast of Springville was always snow- peaked and loomed austere in the distance, a calm and stoic form, a taut canvas on which local folk histories were painted. An old color picture of my mother as a little girl sitting in the “V” of a small tree on the back lawn with Mapleton Mountain in the distance always elbows its way into my mind as I see that mountain. I’m reminded of the static presence of the mountain against the dynamic, chaotic progress of life. It marked the end of our journey, the end of our movement, our commotion, as we were cloaked and consumed in its shadows.

First explored in 1776 by Father Silvestre Vélez de Escalante, a Jesuit Priest, the Spanish fathers found native Americans of the Ute tribe living around “Lake Timpanogos” in the well-watered valley. They hunted and fished, but left no written record of their culture; the first such record of these people was found in journal entries of the Dominguez-Escalante expedition. Springville was originally settled in 1850 by my Great Great Grandfather, Aaron Johnson. These Mormon settlers displaced the Native American populations and transferred them to an Indian Farm, located on poor ground, unfit for farming, at the mouth of the Spanish Fork River near the Utah Lake. Incorporated in February 1853, the city was first called Hobble Creek and was later changed to Springville due to the abundant freshwater springs in the area.

The modern city of Springville is accessed by two freeway exits and fierce competition ensued each week as we kids vied for our preferred path of travel. There was some order to the final selection, but inevitably tears were shed. The interstate trundles by Springville about a mile to the west through the low lying fertile farmland which rises gently from the eastern swamps of Utah Lake toward the city. The north exit leads to the northern end of Main Street and through the picturesque commercial spine of Springville. Once on Main, our journey routed us past Sage Creek Inn, with its familiar form, a bold triangular porte-cochere, jutting out toward Main Street like a severe knife-edge, forcefully enticing the road weary traveler into the well-disguised prosaic interiors. The old skate park, long since vacant and overrun by weeds whispered of its erstwhile glory through dynamic undulations of its extant concrete structure. The monolithic menhir-like forms of the immense screens of the Art City Drive-In always appeared patently monumental in memory, contrasting to its modest marquis displaying the titles of the latest Hollywood films. The old Arctic Circle, housed in its diminutive gabled-shack, peddled its famous soft ice-cream and boasted its local prominence through the unremitting stream of cars pulling into its drive-through window and stretching out into Main Street, balancing the rabble of customers scrambling around the front like a swarm of irritated ants. The local fire station, proudly displayed the Springville’s historic red fire-truck with its gleaming bells and whistles brightly polished behind a diaphanous screen. The old Allen’s, a local grocer on the west side of Main Street was sited just beyond the low-slung horizontality of the modern city offices set off the street in the City’s main park. Finally, at the intersection of Main and 400 South we arrived at Coaches Corner, a greasy small town chicken joint with a decent video arcade lounge; it marked my Grandma’s street and joined with the other freeway route.

The other route was clearly superior and contrasted nicely with the urban oriented path through its distinctly rural leanings. Continuing along I-15 another mile or so, the south exit pulls one through the agricultural greenbelt on the west edge of town and rather than over-passing the Union Pacific Railroad tracks, the 400 South exit crossed them, or rather, the tracks crossed over the road. The railroad had installed all the safety barriers and annuciators, but there was always some sense of adventure as one approached the line and raced against the approaching or assumed to be approaching train. My mother would request that we look both ways for the train, and this action quickly devolved into a game of turning ones head from side to side as quickly as possible and, really, doing very little looking. I can just conceive of the image broadcast from our vehicle to one traveling behind as three children suddenly went into a coordinated epileptic seizure. After regaining ones wits, permitting the inner ear fluids to calm from the chaotic squall, and restoring normal blood flow to the most vital organs, we would anticipate our impending arrival at the open hay storage shed just off to the side of the road. Why this became so iconic I don’t recall, but I have a vague recollection of it as hay storage shed for Santa’s reindeer. That will make more sense later in the narrative, at least perhaps to a young mind. It was an important landmark and a welcome place on the journey to Grandma’s. Further on, an overpass had been constructed at the second set of tracks. I always imagined that we were careening down the runway in a sleek jet, lifting off as we ascended the near side of the overpass, leaving the rural landscape behind. We gained our destined altitude but briefly, and immediately descended, touching down softly on the far side, magically transported to the city, and landing on an asphaltic strip lined with a stock of modest, yet eclectic, mix of striking residences built in the 1920s and 30s.

Traveling east up 400 South, Camelback Mountain reached a crescendo and loomed massive, so named for the barren spot at the summit in the abstract shape of a camel. One was drawn up 400 South toward the foothills like an insect is drawn drunkenly toward the light. As we passed old Springville High School with its distinct architectural duality borne of diverse building periods, it always conjured and suggested nostalgic and magical memories in my mother’s mind. Springville is the “Art-City” and the renowned art program at Springville High was vital to that distinction. The 1930s stuccoed exterior of the Spanish Gothic style addition with the Gaudian inspired catenary arches embellishing the entrance pavilion was sited adjacent and to the west of the original 1890s-era Classical revival academic building, balancing the equation through its weight and mass but in stark contrast to the 1920s Classical addition to the east, joined at the hip as it were by an elevated breezeway. The architects of the Art building clearly strived for the least compatible design.


As one ascended up Grandma’s hill, a term certainly only used by us, we passed Brookside Market, a 1950s era building housing a small neighborhood grocer. The establishment was frequented often by us as we packed our pennies in our pockets down the hill, aided by gravity and the added weight to trade for sugary sweets which we consumed with urgency as we trudged back up the hill with little haste.

Continuing up the hill, was the Springville City Utilities building. For reasons unknown to me, we crowned this Santa’s vacation home, his southern refuge from the harsh temperaments of the North Pole. And now, one understands the necessity for the hay storage shed. As we passed, we craned our necks and strained our eyes to catch a glimpse of the jolly old elf and his reindeer entourage. It was a myth which gained slow acceptance, like an old ships slow accumulation of barnacles, made all the more real without eye-witness accounts to bolster the claim. It was, however, real in our minds and an evocative marker of place.

The last marker of our journey was Mr. Patten’s house just before Grandma’s on the south side of 400 south. We always turned to see if his spit-shined El Camino was in the drive, and if so we would plan an imminent visit and cross the irrigation ditch through the break in the fence and hedge to pay him a visit. A cheery bespectacled fellow with smartly combed gray hair, he would always have a joke on his tongue, drawing out a laugh from us as he fed us sticks of gum and disheveled our hair. We never knew him as anything but Mr. Patten and I strain to recall his given name as I write this. That shoulder height hedge, separating the front section of the Mr. Patten’s property and my Grandmother’s, was always neatly trimmed and the cue to begin the turn into Grandma’s unpaved drive. Getting a ton-and-a-half vehicle into the drive required driving skill only my mother and father could muster. As I learned to drive, this was for me an indicator of my future as a Nascar-circuit driver. A narrow arched-concrete slab bridged the gutter and invariably the back wheel of the car snagged on the edge of the mass as our car made its final approach, giving us a jolt in the back seat. As we pulled up the gently sloping drive, pebbles and twigs would crack and pop as the weight of the vehicle bore down, the sound of the engine muted by the hedge and the low branches overhanging the drive. It was a familiar and acute aural experience, contrasting with the constant and relentless din of the car wheels rolling along the highways and freeways. It was rare that my grandmother’s jovial face didn’t materialize at the front entry as we rolled to a stop. Switching off the engine revealed the quiet calm of my Grandmother’s house, with the occasional chirping bird and rustle of leaves as the wind passed through the sheltering canopy. We were placed directly in the fantastical world of Grandma’s.

Grandma Whitney’s house was a modest folk-Victorian dwelling. Deeply set-back from the street in a copse of towering trees, its steep gabled end fronted the street. The north facing window of the living room below the main gable threw its gaze on the front lawn and provided a discreet observation point to the street beyond. With its shade providing refuge from the harsh summer sun, the front lawn was site to many picnics and outdoor evening meals. Clad originally with horizontally laid white-painted clapboards, Uncle Garth first updated the house with white asbestos shingle siding in the 50s, and later, in my lifetime, with a shoulder height stacked-limestone wainscoting. A concrete path crossed the front yard at a moderate angle from the drive path. Stepping up from the walk, centered on house was a wide front porch with hipped roof, supported by square posts in the corners and oriented to the west toward the Patten’s place. Aluminum frame lawn chairs were constant occupants of the porch.  The brass colored letter box with the"Whitney" nameplate marked the entrance.  A mass of concrete turned on end formed a rectangular enclosure at the north end of the porch, a fantastical hiding spot to any kid’s imagination, so long as one could negotiate and avoid the thorns of the Winterberry Holly within. A steep gable roof sheltered the main house. Originally constructed in 1904 as a one-room house with a small kitchen, he and my grandmother purchased the house in just after my mother’s birth in 1945 from John and Venetta Wainwright after spending their first years of marriage on the road at various jobs and WPA work camps throughout Utah. A depression in the roof line betrayed the modesty of its initial construction phase and the later extension to the south of the main house with a shed addition to the east and south adding a larger kitchen, two more bedrooms and basement below, adding a fourth bedroom and a storage area there. I spent my first two weeks of life in the house under the care of my Grandmother as my mother recovered from internal hemorrhaging resulting from delivery. I was a colicky baby and rejected heartily each meal that was given me, marking the house with spoiled regurgitations. The house enacted revenge and forever marked me when I was two, as I was running a clockwise circuit around the inside of the house through the connected rooms, from living room, to kitchen to grandma's bedroom through the connecting bathroom and back through the living room.  At some point, as my toddler equilibrium became compromised I fell, cleanly slitting open my head on the corner of the door jamb, leaving a two-inch scar of which I'm extremeley fond.  My fondest memories, however, of the house were the sleepovers. Grandma would fix a roasting meal with meat, potatoes, gravy and hot fresh rolls and her and I and Leanne would sit in the small kitchen and eat as the fiery glow of western sun filtered through the kitchen window as the hum of the old refrigerator fought against the chatter of the television in the front room. Typically I would sleep on the old pull-out couch in the front room, but given the proclivity of my vivid imagination to conjure terrifying visions, I would occasionally end up in Grandma’s bed, betwixt soft sheets and the smells of mentholatum used to ease her arthritic pains, my nerves stilled and rocked into a restful slumber.



The house rested on a large site, which was partially parceled off and sold out of necessity after my grandfather’s death in 1955. The remaining tract still provided us kids an endless world to explore with each successive visit. An irrigation ditch entered my grandmother’s lot from the centerpoint of the east property line and marked the divide where the yard began a gentle slope toward the south. The ditch snaked its way quietly thought the yard to the west and north where it was channeled through a 16-inch metal pipe toward the Patten’s yard where it daylighted briefly to allow control at the sluice gate. When the ditch was full, Grandma’s entire yard flooded and became a pool. We would lie in the ditch in our rolled up jeans and float along with the gentle force of the cool water as the hot sun rained down on us. The back sidewalk ended abruptly at the ditch and we would always imagine it to be a diving board from which we would spring over the raging waters below. Grandma’s productive fruit trees all lined the perimeter of the south lawn and included apricot trees, plum trees, pear trees, and peach trees. My younger brother fell out of the apricot tree one summer, generating a nice gouge under his chin. When we weren’t monkeying around in the tree structures, and enjoying the limitless freedom and refuge offered by their unreachable heights, the back lawn was our play area. We created intricate obstacle courses, played baseball and watched fireworks on the fourth of July. My sister honed her gymnastic skills on the ‘L’ shaped steel pipe supporting the clothes line. At then end of the south lawn just beyond the apricot tree, the grass ended and the yard sloped down to the back hill which was a tangled mass of scrub down to the flat farmland below. In this density, and often with our cousins, we discovered endless locations for huts and hideouts, went on hikes and adventures, looked for lost treasure, and imagined and played out complex fantasies. A small stream meandered through the cottonwood and box elder trees creating a muddy bog in the spring. We often returned back to Grandma’s house soiled from head to toe, required by her to remove our shoes before entering the house.  From her back promontory, we viewed the world.

My grandmother’s aura was a constant presence, made more real by the smells emanating from her stove and producing an endless supply of cookies, breads, pies, and soups. Grandma’s cookies were famous and as we entered the house each week, our observant senses yearned for those familiar smells, and if they weren’t present, Grandma would hasten to mitigate the deficiency. Grandma's cold tuna-fish sandwiches, with pickles and 'salad dressing', as she called it, were emanently satisfying and to this day transport me back to her small kitchen on a hot summer day.  In the wintertime, we huddled around Grandma’s old gas-fired furnace which was akin to having a snoring elephant in the room. It was as reliable as my Grandmother, and we would call upon it to dry our sodden backsides or soaked socks. It was the hearth and center of my Grandmother’s house and matched the warmth evoked by my Grandmother’s jovial laugh.

Constancy defined Grandma's house, yet changes through the years marked significant family events and a display of devotion and love for Grandma and the house.  Ranell, the youngest son and a construction worker by trade, removed the bedroom wall in the front room and the sky-blue faux-wood paneling, thus opening up the living room and creating a space worthy of the rapidly expanding family.  We put in a sprinkler system in the late 1990s.  Mardean, the oldest son, worked tirelessly and I pretended to know what I was doing.  In 2001 a new roof was put on, and again, everyone was there.  In the early 1990s, racoons invaded the attic and established a homestead amidst the fluffy insulation.  The whole family as military-like operations were put into effect in an effort to evict the furry little creatures.

Grandma was born in 1912 in Orderville, Utah, a hamlet on the outskirts of Zions National Park. She was a vibrant and passionate person and carried that vitality throughout her life. Grandma became a widow with five kids still at home, although the older boys were well into their teens. My mother was ten when her father died. Grandma would drive the kids downtown on all of the back roads because she never got a drivers license, but eventually stopped driving when the law became more strict and enforced.  Before she got married, she consistently made the drive from her home to Kanab but her sisters Lorie and Nelda never did learn to drive.  Grandma relied, therefore, on the three older boys at home who could run the errands and chauffeur her to where she needed to be.  Ranell was around thirteen when Grandpa died, and the youngest of the boys, closest in age to my mother and her younger sister Leanne.  He took on the fatherly role of rearing the girls. A color photograph taken just a few years later with the whole family in front of what I assume is Mardean’s Chevy, communicates the rare bond that developed between Ranell and my Grandmother, she has her arm around him and his around her, and they seem content and resolved. The bond lasted late in life and Ranell would often be found at Grandma’s for lunch when he worked in town. Grandma was born during the dawn of the automobile and traveled by airplane once in her life to make a trip to Texas. I don’t remember the details of the trip, but I well remember, and have forever cherished, the postcard she took the time to send me. On the front was a boy standing on the running board of a car with the caption: “The sun has ris, the sun has set, and here I is in Texas yet.”



Grandma worked at a time when it was taboo for women to work and she never remarried. She didn’t speak often of my Grandfather, but there was a love that one perceived that never diminished and the place was imbued with my Grandpa’s presence and reputation. Symbolically his life was extended and became immortal in our minds as we visited the house throughout our childhood. The sense of place was defined by his abbreviated life. His itinerant work instilled the house and landscape with a broader cultural context; it was a house that reached out to Zions National Park, to Kanab and to Price. He was not a rich man but he had a work ethic that few have lived up to. He and my grandmother named their oldest son Mardean, in honor of Dizzy Dean, Ace of the St. Louis Cardinals’ Gashouse Gang, and Grandpa’s baseball hero and contemporary to boot.


Grandpa toured around Utah playing local ball in the 30s, and had a reputation for a forceful and dominant player. Unfortunately he had an appendix burst and spent three months convalescing in a hospital in Price, Utah dropping his weight to under 100 pounds and, eventually, gave up baseball for meager and intermittent wages and joined ranks with everyone else during the difficulties of the 1930s. Grandpa’s rough hewn stern looking face with his full head of hair emerges out of grainy family photographs and commands a seat at the head of the table in the present-day. He worked in construction building bridges alongside his brothers and was a smoker but, nevertheless, a loving and careful father, grandfather and husband.

There was always a sadness and longing as we were corralled into the waiting car to make the journey back home. Grandma died in 2004 at the age of 93 and Ranell died this year. The house was razed in 2007 to make way for an anabolically gabled stucco home with a three-car garage, and all but erasing the history of the site and fragile and sensitive place we called home.

© 2010 Steven D. Cornell

2010-05-17

Naming Utah’s Non-descript Streets

While Utah’s pragmatic street names clearly cater to the lowest common denominator of human intelligence, they lack a certain degree of creativity and fail to define a sense of place. There seems to be some unwritten pact with the Jeffersonian survey dictating adherence to this unrelenting rationality. Even so, local or not, some just cannot grasp the numerical concept, which leads me to believe that most of us are alphabetically inclined and find more meaning and importance in aptly named places. Therefore, I propose a novel system, one which maintains the numeric designation defining directionality and geographical location, but supplements it with a bit of Utah’s own vibrant and peculiar culture and history.

Certainly, there have been some in roads (no pun intended) toward imbuing our streets with local narrative and local appeal, but they are few and far between. I was pleased with the near immediate designation by the University of Utah of Mario Capecchi Drive, named after the University’s own recent Nobel Laureate. And there are certainly the well known “Temple” streets in downtown Salt Lake, but even these lack a sense of imagination. North Temple, South Temple and West Temple all demarcate the grand boulevards converging at the center place of Joseph Smith’s Zion. East Temple never materialized, instead it acquired the name Main Street, derived from its function as the main commercial spine of the city. Although with the recent fiasco over the LDS Church’s acquisition and construction of the Main Street Plaza, the one block stretch between South and North Temple, it may as well be renamed “Lover’s Lane.”



South Temple in Salt Lake City, was named one of America’s “Ten Best Streets” in 2008 by the APA (American Planning Association). South Temple was at one time called Brigham Boulevard, so named because of Brigham Young’s twin estates, the Lion House and the Beehive House, as well as other lesser known examples, all necessary to support his multiple households. One in particular was the “White House” on South Temple at 119 East South Temple and designed by William Weeks, Young’s preferred architect until Weeks made it clear he didn’t really like Young. While I’m not advocating renaming South Temple, I think at least a block of it should be named Brigham Street, between State and Main Streets. As it stands, there is currently not a street in Salt Lake City named after Brigham Young, an astonishing failure to revere the city’s first and foremost urban planner.

Now, it seems a bit indulgent for Salt Lake to name streets after individual states of the Union, but that is unfortunately the case. There is a Colorado Street, a California Street, Virginia Street, Connecticut Drive, and a Michigan Avenue, to name a few. Seemingly as an afterthought, Utah Street came to be, but is hidden in the Rose Park neighborhood, and peters-out in a small disjointed staccato. Quite frankly, it’s rather embarrassing.

More indulgent behavior is found over in Sugarhouse. Many Ivy League schools appear as street names, perhaps to brag of the residents elitist eastern education. Harvard, Yale, Princeton, and Cornell are the most apparent. Michigan appears in the vicinity as well, which I mentioned earlier as a state name, but it clearly is some kind of a joke. I never saw ivy in Michigan. Interesting and quaint as they are, they clearly don’t inspire a sense of place unique to Utah or Salt Lake. Early developers and planners clearly suffered from low self-esteem.

As one strolls outside of the city or village centers, as the case may be, there exists a greater variety of naming designations, some good, some not so good. Take for example the Marmalade district just west of the Capitol Hill area in Salt Lake where certain street names describe a certain marmalade, (i.e., apricot, quince, and almond) derived from the various trees found in the neighborhood used for that very purpose. Thereby, these distinctive street names describe the specific place and as a whole define a unique neighborhood district in Salt Lake.

In Millcreek township, on the east bench, in the suburban development at the mouth of the canyon, one encounters names such as Pluto Way, Jupiter Drive, Apollo Drive, Mars Way, and my favorite, Lois Lane. At least it is distinctive and original especially when compared to the Thousand Oaks drive just to the south, a designation found in nearly every city in the nation, and one which unfortunately describes the now extinct pristine pre-development condition.

Salt Lake even boasts a few dead presidents, such as Jefferson Road, Washington Road, Madison Road and Adams Road, isolated clear out in Magna township on the west side. Ironically, just north of these streets are Mason Way and Dickson Way. I’ll let you draw your own conclusions, but personally I think Adams wanted to join ranks with his southern cohorts. This meager attempt however pales in comparison Salt Lakes neighbor to the north, Ogden, which boasts streets named for Washington, Jefferson, Adams, Quincy, Harrison, Van Buren, Polk, Tyler, Pierce, Buchannan, Jackson and Monroe, to name but a few, however, they did not stop there; Washington, Monroe and Harrison are boulevards, and not mere streets. But here again, there is a lack of local cultural appeal  and local reference in these grand designations. Ironically, someone snuck Custer in there between Tyler and Polk. 

State Street in Salt Lake is perhaps the most aptly named street in the state. Stretching from the Arizona border at Glen Canyon National Recreation area north to the Idaho border at Bear Lake for 502 miles and known by its more prosaic name, US Highway 89. US 89 was the transportation network, established in 1926, it snakes its way through some of the most scenic landscape in Utah. It has a somewhat roundabout history of realignments, diversions, etc., and provided the first large scale commercial and trade corridor in the state. However, its name is a bit ambiguous and should be renamed, Utah State Street.

I think my point is that the existing street names just fall short and disappoint. We’ve idolized a few politicians such as Bangerter and Hansen with major highways, but if it were me I’d think someone was out to malign my good name with the appellation on such behemoths.

Salt Lake has venerated its basketball icons John Stockton and Karl Malone with Stockton Malone Way on the east side of the Utah Jazz’s home, the Energy Solutions Arena. The poor guys are as inseparable as Laverne and Shirley. I’m certain Larry Miller will have his name on a street somewhere shortly. Maybe State Street in Salt Lake from 33rd South to 53rd South, an apt stretch of monolithic car lots would do justice.

I want something more!  Where is Richard Kletting Drive? Cal Rampton Boulevard? John Lee Way? Rosanne Barr Circle? Donny Osmond Street? Avard Fairbanks Avenue? Juanita Brooks Lane? Joe Hill Trail? Everett Ruess Rue? Carl Rove Pass? Don Lind Alley? Alma Richards Highway? Wallace Stegner Hill? The list is endless. I’ve only named a few of the familiar and prominent Utahns. There are ten prominent local names to each one these more broadly familiar ones. Names of individuals is just a first step, there is hidden cultural heritage which is all but erased and lost under our dominant white Mormon culture, namely the native American cultures which thrived in the region prior to our arrival and overbearing claim. Below the asphaltic layers of South Temple in Salt Lake, there existed a Fremont burial ground, now largely obliterated. The destruction of the indigenous place and its replacement with our modern city continues without apology.

Herein exists a huge potential to memorialize and present Utah’s heritage, from important indivual to geographic references, and everything in between, in short to account for the past and create a sense of place in our villages, communities, neighborhoods and cities.


© 2010 Steven D. Cornell

2010-03-06

Young’s Salt Lake City and Haussman’s Paris: A Tale of Two Cities

Paul Goldberger, the New York Time’s Pulitzer Prize winning architectural critic, on a visit to Salt Lake City in 2007 to deliver the opening plenary at the Utah Heritage Foundation’s Annual Preservation Conference, noted the burden of Salt Lake City’s pioneer era block sizes by suggesting: “this is one real drawback to your urban grid here, that it was designed without pedestrians in mind…” A somewhat presumptuous statement given Salt Lake City’s gridded plan derived from the divinely mandated Plat of the City of Zion.

As a bit of history, the central idea of the original plat depicted a orthogonal delineated city populated by a series of large blocks. In the central block a multitude of twenty-four temples were depicted with one emphasized as the principle temple. The temple was graphically described on an unsigned and crudely drafted sheet depicting the plan, front and side elevations alongside an articulate description. These “houses of worship, schools, etc.” were to accommodate the projected 15,000 to 20,000 inhabitants of the proposed City of Zion. Each of the planned twenty-four “houses of worship, schools, etc” was to be at least as large as the specifications found in the drawings for the principal temple of the Presidency, but was to be dedicated to and managed by the various quorums in the two levels of Mormon Priesthood, the Aaronic and Melchizedek. A revised plat was prepared by Frederick G. Williams to correct oversights in the original plat and was sent to Bishop Edward Partridge in Independence in August of 1833. In the revised plat, the total area of the city was increased from 1 mile to 1.5 miles square, the number of half acre lots was increased from 968 to 2,600 which reduced the average number of people projected per lot from between an estimated 15.5 to 20.7 persons to between an estimated 5.8 to 7.7 persons. One of the three central public blocks (used for storehouses and schools) was removed and the remaining central public blocks were reduced in size from the rectangular fifteen acres to ten acres square which resulted in a uniform block pattern throughout. The axial direction of the central public blocks were changed from a north-south to an east-west direction, the uniform street width of 132 feet was limited to the four major cross-axis avenues and the remainder streets were reduced to 82.5 feet. Finally, names or numerical designations were included for the streets in the revised plat. The gridded plat devised for the City of Zion was not uncommon in the United States during this time, and was primarily based on the ubiquitous Federal land survey of 1785. It was the “utopian premise behind Smith’s plan and how it was to be implemented” which distinguished Zion from other contemporary American cities. Brigham Young, Joseph Smith’s theocratic successor, continued imprinting the Plat of Zion concept, with utilitarian revisions as necessary, on successive colonial settlements in the West. Salt Lake City was laid out with the four principal streets bounding the solitary yet central temple block.



Returning to Goldberger’s assertion, however, so what of Salt Lake City? Because of the overly large block sizes and wide streets the city exudes a suburban feel in its city center vis-à-vis the densely packed fabric of, say, Portland, Oregon. Salt Lake’s streets are monotonous and uniformly rigid which is surprisingly disorienting despite its obscene rationality. As mentioned, the gridded blocks are ten acres in size and require roughly two minutes to walk end to end, eight minutes around. The streets hold to a uniform 132 foot width, averaging approximately 15 feet of sidewalk on either side with 100 feet of road surface, give or take. Young’s 19th century urban framework accepted the intrusion of the automobile with considerable ease and its accommodation has changed little since the extraction of the intra-city trolley system in the 1950s and 60s. However, in anticipation of the 2002 Winter Olympics, Salt Lake City “re-constructed” a much needed light-rail system. The 19-mile light rail system, smartly named TRAX, consists of two lines originating downtown at the Salt Lake City Intermodal Hub; one line, which opened in 1999, heads south to Sandy and the other, which opened in 2001, branches east to the University of Utah. Salt Lake City’s Main Street, from South Temple (at the northern aspect) to 400 South (at the southern aspect), was redesigned as a result of the light rail line and now exists as a fresh counterpoint to the surrounding ubiquity of the auto-philic streets. Salt Lake’s Main Street sidewalks are much wider than the typical widths in the rest of the city center; as well there are only two lanes (one on each side of the street) dedicated to the automobile, and of course two light rail tracks. In this five block strip, there are expansive pedestrian platforms at the first, third and fifth blocks providing access to the train and offering a bit of diversity to the street. Here the city comes to life; the shops are vibrant and oriented to the sidewalk and the pedestrian, there exist outdoor dining areas, places to sit, the trees are full and regular, and the architecture exists in the background as a subtext to the street. Main Street is replete with civic amenities, which leaves one to bemoan the drought in the rest of the city. The street itself is a civic amenity.


Brigham Young’s streets were designed ostensibly to accommodate the required turning radius of a team of oxen hitched to a wagon. This archaic function still exists in a majority of the surface streets in the city, however why this remains important is an ongoing mystery, unless one considers the turning radius of the average SUV. Perhaps Young’s prescience anticipated this ungodly environment.




Paul Goldberger continued: “The street means more than the building, and that you can make a great street out of so-so buildings if they are put together well and relate to each other well and make a tight urban fabric, and if you have enough great streets you have one of the most important ingredients of a great city.” Getting at the heart of Goldberger’s argument requires a look at a city known for its striking streets: Paris.

On their face, Paris and Salt Lake City are two of the most unlikely comparitive urban models. Salt Lake once boasted the Paris Department store and the two cities developed into their modern cloak in the 1860s but beyond that, their growth and development resulted from a very diverse set of variables, with a diverse set of end goals, and by very diverse political groups with varied interests. Modern Paris is burdened with its own issues of sprawl, crime and overpopulation, to which any large metropolis is necessarily subject, however it boasts some of the most diverse streetscapes of any city on earth. Goldberger would love modern day Paris with this endless street diversity. It only became a hallowed model of urban planning in the latter half of the 19th century, prior to that time it existed as a medieval rabbit’s warren teeming with narrow twisting roads and dirty alleys. Thomas Jefferson, who spent a considerable amount of his career in Paris as the U.S. Ambassador, stated of cities in general: “The yellow fever will discourage the growth of great cities in our nation & I view great cities as pestilential to the morals, the health and the liberties of man…” Pre-Haussmann Paris was Jefferson’s likely reference in this anti-urban denunciation.



Georges-Eugène Haussmann and Brigham Young were contemporaries. Both exuded a large and dominant personality, accented by their large portly figures. Both are regarded in their locale as pre-eminent urban planners. Haussmann’s modern reinvention of medieval Paris was on a scale unlike any seen before or after, excluding of course cities ravaged by war or natural tragedy. Haussmann's crafty re-urbanization was largely accomplished by obliterating many of the old, twisting streets and leveling rundown apartment houses. The great urban voids were then replaced with the rues, avenues and wide, tree-lined boulevards which is what Paris is heralded for today. Other elements of Haussman's plan included uniform building heights along the grand boulevards with anchoring elements such as the Arc de Triomphe and the Grand Opera House. Haussmann's plan for Paris inspired some of the most important global architectural movements, including the City Beautiful Movement in the United States. During this urban recreation many of the boulevards were just that, just the street. Development followed the street which is an important point which I’ll come back to. Paris seems to just get better with time like a fine Bordeaux.




Salt Lake City, however, seems a stale cola in comparison, which in effect is just losing its gas. As Goldberger suggests, Salt Lake’s streets may be a liability, however taking the high road (no pun intended) its streets may be an endearing and empowering asset. Salt Lake’s streets already fit the Paris template. Unlike Haussmann’s destruction of Paris, Salt Lake simply has to refit its existing network, akin to removing extra and unecessary clothing as temperatures rise. Most importantly, there must exist a defined hierarchy of streets within the city.

The Parisian “Grand Boulevard” street type can be aptly applied to the existing Salt Lake “arterials” accessing downtown. These include 700 East starting at 2100 South and terminating at the landmark anchor, South Temple; State Street starting at 2100 South and continuing to the Beaux-Arts State Capitol (1916), by Utah’s preeminent architect Richard K.A. Kletting, as the landmark anchor; 400 South starting at the Interstate-15 off-ramp with the University of Utah’s John R. Park Building (1914) as the anchor, which was designed, by the way, by the prominent firm Cannon, Fetzer & Hansen; North Temple beginning at Salt Lake’s International Airport with the Salt Lake Temple as the anchor; 500 South beginning at 700 East and extending to Interstate-15; and 600 South beginning at Interstate-15 and extending to 700 East. These streets are hierarchically the most important, functioning as the primary gateways to Salt Lake City and should be the “Grand Boulevards.” These should offer diverse transit alternatives such as TRAX (as on 400 South and planned for North Temple), Bus Rapid Transit lines, and, of course, automobiles. (See Drawing 1) As well, major arterials from I-15 to the south should populate this category and include 1300 South, 2100 South, and 3300 South all extending to 700 East.


 The Parisian “Boulevard” street type should include South Temple (from the University of Utah past the temple and to the Union Pacific Railroad Depot; Main Street from 2100 South past the temple to the Main Street Plaza (where a stoic statue of Brigham Young stands); West Temple from 1300 South past the temple to the huge architectural behemoth LDS Conference Center. The Salt Lake temple exists as a dominant theme in the overall landscape of these boulevards. These streets should mimic the landscape on Main Street described above, still providing space for the automobile but not allowing it to dominate. Again there should be TRAX lines, bus lines, trolley lines, etc. (See Drawing 2)


The Parisian “Avenue” street type should include 100 South, 200 South, 300 South, 200 West, 300 West, 100 East, 200 East and 300 East; essentially, the commercial core of the city outside of the four principal boulevards. The avenues should be pedestrian oriented with wide sidewalks, bike lanes, bus lines, trolley lines, etc. The automobile will still be allowed but will be a very minor theme to the overall street character. Use of one-way directional patterns should abound at this level to create elbow room for a wide variety of users. (See Drawing 3)


The Parisian “Rue” street type should apply to the remainder of the streets from 400 East to 700 East, from 400 West to 700 West, and from 700 South to 1200 South are primarily residential in character and should be redesigned to include dedicated bike lanes, trees, ample pedestrian sidewalks and promenades, etc. Because of the overall use pattern they should be intimately scaled to the human. The automobile traffic present on these streets should be strictly local. (See Drawing 4)


There should be a progressive and radical initiative on Salt Lake City’s part to continue to promote the development of mid-block alleys, an agenda already being stressed in current master planning initiatives. Mid-block alleys are essential to the future vitality and success of the large and unwieldy Zionic blocks. The mid-block alleys create a permeance within the city, allowing it to breathe in a sense. Mid-block crosswalks should be a mandatory component of a mid-block alley. In essensce a secondary block pattern shoud be established which gives primacy to the pedestrian.

Within all of the models described above a rich diversity of street sub-types can and should exist within each of the street types. Looking closely at the “boulevard,” if TRAX is only feasible on Main Street then other streets within this genre should be outfitted with bus rapid transit, trolley lines, bikes lanes, etc. As streets take on a distinct character, the monotony of the grid will be diminished and citizens will form a relationship with the street.

The ultimate function and goal of the street is it’s capacity to transport people and goods from one point to another, in other words a vehicle for commerce. The street is the vehicle for commerce, not the car. The rational grid built by the pioneers in Salt Lake City accomplishes this economic proposition with unprecedented efficiency. The street will accept any number of transportation alternatives to fulfill its function. In fact, with a greater diversity of transportation alternatives, the street will function at its highest and most optimal. Let’s consider a hypothetical: 100 citizens must get from Main Street to the University of Utah. If all were to hop in their cars, in the large parking lot required to house the cars downtown, and get on 400 South, these 100 cars occupying the current three-lane roadway, assuming each car requires at least its own space and the space of a car in front and back for elbow room, the cars would require at least two blocks (roughly 1500 feet in 3 lanes). These cars would require a large parking area on the other end as well. Now if you added TRAX and assumed 75% opted for this mode of transport, the 25 cars now occupying the three lanes would require only a half a block (about 375 feet). A single TRAX car easily would house 75 passengers and takes up only about 80 feet of linear space (compared with 750 feet for 3 lanes of cars or 2250 feet for a single lane of 75 cars). Now if we add bike lanes and give 15 of those people bikes, and 75 still ride TRAX, we have only 10 cars on the road and these cars only require 100 feet of space packed into 3 lanes. This is about 1/8 of the Salt Lake’s typical block. Suddenly there seems to be little need for three lanes of car traffic and the parking areas required at the origin and destination points is absolutely minimal.

Outside of the central city there exists intact neighborhoods with distinct character and rich diversity with established and fabulous streetscapes. These include the Avenues, Rose Park, Glendale, Sugar House, and Federal Heights. By providing transit options to these “streetcar suburbs,” these areas will continue to thrive and add to the vitality of the city. Another important component of Salt Lake’s urban re-invention would be the inclusion of greater Salt Lake in the mix. For example, the southern boundary of Salt Lake exists at 2100 South, at which point the City of South Salt Lake begins. There is nothing architecturally or geographically that separates the two cities. The Grand Boulevards on State Street and 700 East described above should continue through South Salt Lake to the southern “boroughs” of Midvale, Murray, Sandy and Draper.

Transportation is the key. Alex Marshall stated in his profound book entitled How Cities Work: “Every city built has grown from the spine of its transportation system, like flesh around bones, whether it be a river, a trail, a railroad, or a highway. If we want to shape a city, we have to shape its transportation system.” In summation, to borrow a common phrase: “If you build it, they will come.”

© 2010 Steven D. Cornell

Sources:
Goldberger, Paul. Utah Heritage Foundation Annual Preservation Conference Plenary Address.

Smith, Joseph. History of the Church, 1:357-59.

Marshall, Alex. How Cities Work. 46.