EPP Faculty Seminar: The Role of Physical Infrastructure on Inequality - Shared screen with speaker view
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This paper is part of CACES!
Was it Robert Moses who did the cross Bronx parkway?
But in the Long Island parkway that Mosis built it WAS intentional
But aren’t the women employing the appliances that benefit the entire family (cooking, washing, mending) whereas watching a cricket match benefits fewer members?)
One obvious quetion is how much is this a finding is more about Indian culture
Doesn’t power mediate access to everything? Not just electricity, but floor space, spending, activity decisions, number of children, extra-family engagement, etc. How is access to infrastructure provided goods any different?
where can we find this recording for future reference?
How do we know that it is the women who are cooking, washing, mending — I agree with Granger that there are some cultural gender norms slipping in.
Does you research consider the ways in which decisions are made in how we design infrastructure? It seems to me the ways in which infrastructure is designed and decided upon are also subject to cultural conditions… hard to articulate this…
What are the linkages between bridge height and air pollution? I’d imagine that higher bridge heights might lead to more truck/industrial traffic that might produce more pollution. Wouldn’t discouraging that type of traffic in areas that have higher minority populations be beneficial?
Obviously one challenge is the historicity of community involvement: just as infrastructure may persist (or not) so communities may persist (or not). So my question is how we might take account of infrastructure and inequality over time (provided better infrastructure to East Liberty, but then gentrified; if connect lower hill, change might happen too?). So, not always a question of static “community” that is helped or hurt, but a community that changes in response to the bridge (or whatever).
How much would it matter what specific land use (park, commercial, residential) is built on a freeway cap, for example? Capital costs can be much higher for a platform supporting buildings (e.g. Hudson Yards), compared to a park or open space. How do we quantify the tradeoff between construction costs and societal benefits (connectivity, interaction, etc)?
Great talk, Daniel!
Thank you for that answer. I think thats a great area that would provide a lot of benefits. Given that the city could provide the appropriate space a respect for stakeholder engagement from those that live in the areas being affected
This is great. Thanks, Sara
Thanks for your response to my earlier comments. Great talk- I’ll need to sign off to jump on a call. When I was with the Green Design research group (in the early- mid- 90s) one of the NSF grants we had included a secondary grant with Howard University. I don’t recall our team considering why this grant existed, or even talking about the history of HBCUs. But it seems to me this sort of research could be greatly aided by input and techniques, perspective, in a relationship with such an institution, such as an HBCU. Thanks again. Very interesting work.
In the regressions on the association between demographics and low-clearance bridges, did you control for urban v. rural populations, maybe with separate regressions for urban and rural? I imagine that many of the groups you look at are disproportionately urban and that may explain some of the observed variation.
Confidence of existence of a dense network of roads and ways is a most important quality of infrastr.