As places of dense habitation, cities have always required coordination and planning. City planning has involved the design and construction of large-scale infrastructure projects to provide basic necessities such as a water supply and drainage. By the 1850s, immigration and industrialization were fueling the rise of big cities, creating immense, collective problems of epidemics, slums, pollution, gridlock, and crime. From the 1850s to the 1900s, both local governments and utility companies responded to this explosive physical and demographic growth by constructing a “networked city” of modern technologies such as gaslight, telephones, and electricity. Building the urban environment also became a wellspring of innovation in science, medicine, and administration. In 1909–1910, a revolutionary idea—comprehensive city planning—opened a new era of professionalization and institutionalization in the planning departments of city halls and universities. Over the next thirty-five years, however, wars and depression limited their influence.
From 1945 to 1965, in contrast, represents the golden age of formal planning. During this unprecedented period of peace and prosperity, academically trained experts played central roles in the modernization of the inner cities and the sprawl of the suburbs. But the planners’ clean-sweep approach to urban renewal and the massive destruction caused by highway construction provoked a revolt of the grassroots. Beginning in the Watts district of Los Angeles in 1965, mass uprisings escalated over the next three years into a national crisis of social disorder, racial and ethnic inequality, and environmental injustice. The postwar consensus of theory and practice was shattered, replaced by a fragmented profession ranging from defenders of top-down systems of computer-generated simulations to proponents of advocacy planning from the bottom up. Since the late 1980s, the ascendency of public-private partnerships in building the urban environment has favored the planners promoting systems approaches, who promise a future of high-tech “smart cities” under their complete control.
The story of mass culture from 1900 to 1945 is the story of its growth and increasing centrality to American life. Sparked by the development of such new media as radios, phonographs, and cinema that required less literacy and formal education, and the commodification of leisure pursuits, mass culture extended its purview to nearly the entire nation by the end of the Second World War. In the process, it became one way in which immigrant and second-generation Americans could learn about the United States and stake a claim to participation in civic and social life. Mass culture characteristically consisted of artifacts that stressed pleasure, sensation, and glamor rather than, as previously been the case, eternal and ethereal beauty, moral propriety, and personal transcendence. It had the power to determine acceptable values and beliefs and define qualities and characteristics of social groups. The constant and graphic stimulation led many custodians of culture to worry about the kinds of stimulation that mass culture provided and about a breakdown in social morality that would surely follow. As a result, they formed regulatory agencies and watchdogs to monitor the mass culture available on the market. Other critics charged the regime of mass culture with inducing homogenization of belief and practice and contributing to passive acceptance of the status quo. The spread of mass culture did not terminate regional, class, or racial cultures; indeed, mass culture artifacts often borrowed them. Nor did marginalized groups accept stereotypical portrayals; rather, they worked to expand the possibilities of prevailing ones and to provide alternatives.
Jason C. Parker
The decolonization of the European overseas empires had its intellectual roots early in the modern era, but its culmination occurred during the Cold War that loomed large in post-1945 international history. This culmination thus coincided with the American rise to superpower status and presented the United States with a dilemma. While philosophically sympathetic to the aspirations of anticolonial nationalist movements abroad, the United States’ vastly greater postwar global security burdens made it averse to the instability that decolonization might bring and that communists might exploit. This fear, and the need to share those burdens with European allies who were themselves still colonial landlords, led Washington to proceed cautiously. The three “waves” of the decolonization process—medium-sized in the late 1940s, large in the half-decade around 1960, and small in the mid-1970s—prompted the American use of a variety of tools and techniques to influence how it unfolded.
Prior to independence, this influence was usually channeled through the metropolitan authority then winding down. After independence, Washington continued and often expanded the use of these tools, in most cases on a bilateral basis. In some theaters, such as Korea, Vietnam, and the Congo, through the use of certain of these tools, notably covert espionage or overt military operations, Cold War dynamics enveloped, intensified, and repossessed local decolonization struggles. In most theaters, other tools, such as traditional or public diplomacy or economic or technical development aid, affixed the Cold War into the background as a local transition unfolded. In all cases, the overriding American imperative was to minimize instability and neutralize actors on the ground who could invite communist gains.
The Immigration Act of 1924 was in large part the result of a deep political and cultural divide in America between heavily immigrant cities and far less diverse small towns and rural areas. The 1924 legislation, together with growing residential segregation, midcentury federal urban policy, and postwar suburbanization, undermined scores of ethnic enclaves in American cities between 1925 and the 1960s. The deportation of Mexicans and their American children during the Great Depression, the incarceration of West Coast Japanese Americans during World War II, and the wartime and postwar shift of so many jobs to suburban and Sunbelt areas also reshaped many US cities in these years. The Immigration Act of 1965, which enabled the immigration of large numbers of people from Asia, Latin America, and, eventually, Africa, helped to revitalize many depressed urban areas and inner-ring suburbs. In cities and suburbs across the country, the response to the new immigration since 1965 has ranged from welcoming to hostile. The national debate over immigration in the early 21st century reflects both familiar and newer cultural, linguistic, religious, racial, and regional rifts. However, urban areas with a history of immigrant incorporation remain the most politically supportive of such people, just as they were a century ago.
The relationship between the car and the city remains complex and involves numerous private and public forces, innovations in technology, global economic fluctuations, and shifting cultural attitudes that only rarely consider the efficiency of the automobile as a long-term solution to urban transit. The advantages of privacy, speed, ease of access, and personal enjoyment that led many to first embrace the automobile were soon shared and accentuated by transit planners as the surest means to realize the long-held ideals of urban beautification, efficiency, and accessible suburbanization. The remarkable gains in productivity provided by industrial capitalism brought these dreams within reach and individual car ownership became the norm for most American families by the middle of the 20th century. Ironically, the success in creating such a “car country” produced the conditions that again congested traffic, raised questions about the quality of urban (and now suburban) living, and further distanced the nation from alternative transit options. The “hidden costs” of postwar automotive dependency in the United States became more apparent in the late 1960s, leading to federal legislation compelling manufacturers and transit professionals to address the long-standing inefficiencies of the car. This most recent phase coincides with a broader reappraisal of life in the city and a growing recognition of the material limits to mass automobility.
Distinctive patterns of daily life defined the Jim Crow South. Contrary to many observers’ emphasis on de jure segregation—meaning racial separation demanded by law—neither law nor the physical separation of blacks and whites was at the center of the early 20th-century South’s social system. Instead, separation, whether by law or custom, was one of multiple tools whites used to subordinate and exclude blacks and to maintain notions of white racial purity. In turn, these notions themselves varied over time and across jurisdictions, at least in their details, as elites tried repeatedly to establish who was “white,” who was “black,” and how the legal fictions they created would apply to Native Americans and others who fit neither category.
Within this complex multiracial world of the South, whites’ fundamental commitment to keeping blacks “in their place” manifested most routinely in day-to-day social dramas, often described in terms of racial “etiquette.” The black “place” in question was socially but not always physically distant from whites, and the increasing number of separate, racially marked spaces and actual Jim Crow laws was a development over time that became most pronounced in urban areas. It was a development that reveals blacks’ determination to resist racial oppression and whites’ perceived need to shore up a supposedly natural order that had, in fact, always been enforced by violence as well as political and economic power. Black resistance took many forms, from individual, covert acts of defiance to organized political movements. Whether in response to African Americans’ continued efforts to vote or their early 20th-century boycotts of segregated streetcars or World War I-era patterns of migration that threatened to deplete the agricultural labor force, whites found ways to counter blacks’ demands for equal citizenship and economic opportunity whenever and wherever they appeared.
In the rural South, where the majority of black Southerners remained economically dependent on white landowners, a “culture of personalism” characterized daily life within a paternalistic model of white supremacy that was markedly different from urban—and largely national, not merely southern—racial patterns. Thus, distinctions between rural and urban areas and issues of age and gender are critical to understanding the Jim Crow South. Although schools were rigorously segregated, preadolescent children could be allowed greater interracial intimacy in less official settings. Puberty became a break point after which close contact, especially between black males and white females, was prohibited. All told, Jim Crow was an inconsistent and uneven system of racial distinction and separation whose great reach shaped the South’s landscape and the lives of all Southerners, including those who were neither black nor white.
Erik Gellman and Margaret Rung
From the late 1920s through the 1930s, countries on every inhabited continent suffered through a dramatic and wrenching economic contraction termed the Great Depression, an economic collapse that has come to represent the nadir of modern economic history. With national unemployment reaching well into double digits for over a decade, productivity levels falling by half, prices severely depressed, and millions of Americans without adequate food, shelter or clothing, the United States experienced some of the Great Depression’s severest consequences. The crisis left deep physical, psychological, political, social, and cultural impressions on the national landscape. It encouraged political reform and reaction, renewed labor activism, spurred migration, unleashed grass-roots movements, inspired cultural experimentation, and challenged family structures and gender roles.
John D. Fairfield
The City Beautiful movement arose in the 1890s in response to the accumulating dirt and disorder in industrial cities, which threatened economic efficiency and social peace. City Beautiful advocates believed that better sanitation, improved circulation of traffic, monumental civic centers, parks, parkways, public spaces, civic art, and the reduction of outdoor advertising would make cities throughout the United States more profitable and harmonious. Engaging architects and planners, businessmen and professionals, and social reformers and journalists, the City Beautiful movement expressed a boosterish desire for landscape beauty and civic grandeur, but also raised aspirations for a more humane and functional city. “Mean streets make mean people,” wrote the movement’s publicist and leading theorist, Charles Mulford Robinson, encapsulating the belief in positive environmentalism that drove the movement. Combining the parks and boulevards of landscape architect Frederick Law Olmsted with the neoclassical architecture of Daniel H. Burnham’s White City at the Chicago’s World Columbian Exposition in 1893, the City Beautiful movement also encouraged a view of the metropolis as a delicate organism that could be improved by bold, comprehensive planning. Two organizations, the American Park and Outdoor Art Association (founded in 1897) and the American League for Civic Improvements (founded in 1900), provided the movement with a national presence. But the movement also depended on the work of civic-minded women and men in nearly 2,500 municipal improvement associations scattered across the nation. Reaching its zenith in Burnham’s remaking of Washington, D.C., and his coauthored Plan of Chicago (1909), the movement slowly declined in favor of the “City Efficient” and a more technocratic city-planning profession. Aside from a legacy of still-treasured urban spaces and structures, the City Beautiful movement contributed to a range of urban reforms, from civic education and municipal housekeeping to city planning and regionalism.
Michael A. Krysko
Radio debuted as a wireless alternative to telegraphy in the late 19th century. At its inception, wireless technology could only transmit signals and was incapable of broadcasting actual voices. During the 1920s, however, it transformed into a medium primarily identified as one used for entertainment and informational broadcasting. The commercialization of American broadcasting, which included the establishment of national networks and reliance on advertising to generate revenue, became the so-called American system of broadcasting. This transformation demonstrates how technology is shaped by the dynamic forces of the society in which it is embedded. Broadcasting’s aural attributes also engaged listeners in a way that distinguished it from other forms of mass media. Cognitive processes triggered by the disembodied voices and sounds emanating from radio’s loudspeakers illustrate how listeners, grounded in particular social, cultural, economic, and political contexts, made sense of and understood the content with which they were engaged. Through the 1940s, difficulties in expanding the international radio presence of the United States further highlight the significance of surrounding contexts in shaping the technology and in promoting (or discouraging) listener engagement with programing content.
Christopher R. Reed
The unanticipated and massive migration of half a million African Americans between 1916 and 1918 from the racially oppressive South to the welcoming North surprised the nation. Directly resulting from the advent of the First World War, the movement of these able-bodied workers provided essential labor to maintain wartime production that sustained the Allied war effort. One-tenth of the people who surged north headed to and remained in Chicago, where their presence challenged the status quo in the areas of employment, external race relations, internal race arrangements, politics, housing, and recreation. Once in the Windy City, this migrant-influenced labor pool expanded with the addition of resident blacks to form the city’s first African American industrial proletariat. Wages for both men and women increased compared to what they had been earning in the South, and local businesses were ready and willing to accommodate these new consumers. A small black business sector became viable and was able to support two banks, and by the mid-1920s, there were multiple stores along Chicago’s State Street forming a virtual “Black Wall Street.” An extant political submachine within Republic Party ranks also increased its power and influence in repeated electoral contests. Importantly, upon scrutiny, the purported social conflict between the Old Settler element and the newcomers was shown to be overblown and inconsequential to black progress.
Recent revisionist scholarship over the past two decades has served to minimize the first phase of northward movement and has positioned it within the context of a half-century phenomenon under the labels of the “Second Great Migration” and the “Great Black Migration.” No matter what the designation, the voluntary movement of five to six million blacks from what had been their traditional home to the uncertainty of the North and West between the First World War and the Vietnam conflict stands as both a condemnation of regional oppression of the human spirit and aspirations of millions, and a demonstration of group courage in taking on new challenges in new settings. Although Chicago would prove to be “no crystal stair,” it was on many occasions a land of hope and promise for migrants throughout the past century.