DIY City: The Collective Power of Small Actions

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DIY City

DIY City

The Collective Power of Small Actions

Hank Dittmar

Washington | Covelo

Copyright © 2020 Henry Eric Dittmar

All rights reserved under International and Pan-American Copyright Conventions. No part of this book may be reproduced in any form or by any means without permission in writing from the publisher: Island Press, 2000 M Street, NW, Suite 650, Washington, DC 20036

Island Press is a trademark of the Center for Resource Economics.

Library of Congress Control Number: 2019952651

Keywords: affordable housing, Congress for the New Urbanism, Do It Yourself, entrepreneurship, green infrastructure, housing, Lean Urbanism, London, Prince Charles’s Foundation for the Built Environment, resilience, Santa Monica airport, slack, Surface Transportation Policy Project (STPP), Tactical Urbanism, transportation, Whole Earth Catalog

Contents

Acknowledgments

Introduction

by Margaret O’Dell

Chapter 1: Cities Are Back

Chapter 2: Sometimes the Small Stuff Sticks: Learning to Improvise

Chapter 3: Do It Yourself: An Enduring Idea

Chapter 4: Doubling Up: Lessons for Cities from Life during Wartime

with Scott Bernstein

Chapter 5: Slack Is a Good Thing

Chapter 6: When Meanwhile Becomes Permanent: Eric Reynolds and London’s Revival

Chapter 7: Making Spaces for the Arts

Chapter 8: Filling in the Missing Pieces: Lean Urbanism

with Brian Falk

Chapter 9: Too Small to Matter? The Persistence of the Informal

Notes

About the Author

Photo Insert

Acknowledgments

This book is a testament to what can be accomplished when colleagues and friends from far-flung places work together for a common good. When he died in 2018, my husband, Hank Dittmar, was working against time to complete his final book, DIY City, as a distillation of what he had learned about cities and what makes them great over his long career as a planner, manager, and organizer. My family and I are grateful to all the colleagues and friends who have donated countless hours to shepherding the manuscript to publication. It would be impossible to acknowledge everyone who contributed to Hank’s original manuscript and all those who, since his death, have contributed anecdotes, illustrations, updates, and friendship. But I am going to try.

We gratefully acknowledge a grant from the Ford Foundation to help underwrite publication, and Don Chen, then at the Ford Foundation and now president of the Surdna Foundation, for his encouragement; Heather Boyer, our editor at Island Press, and the team there that helped us solve a myriad of large and small problems; and colleagues around the world, including Dr. Anthony Perl of Simon Fraser University, Vancouver; Eric Reynolds, founding director of Urban Space Management in London; Judi Barker, owner of the Barker Hangar in Santa Monica, California; Lisa Schamess and many supportive colleagues at the Congress for the New Urbanism; Robin Rather, a longtime friend and advisor from Austin, Texas; Kevin Kinzinger, formerly a collaborator in the Lean Urbanism pilot in Savannah, Georgia; and Tom Downs, once Hank’s boss and always his colleague and friend.

This book could not have happened without the help of friends and colleagues from Hank’s tenure with The Prince’s Foundation, including Hooper Brooks, who identified key people at the foundation and in the international community who could help us fill in the blanks and provided relevant documents; members and former members of the foundation staff who supplied photographs and reports that informed the sections on Rose Town and London, including Joey Tabone, Matthew Hardy, Ben Bolger, and Tim Goodwin; and Richard Ivey, who often served as the foundation’s official photographer during Hank’s tenure. Longtime colleagues, collaborators, and coauthors Scott Bernstein and Brian Falk made major contributions to the chapters about Washington at war and Lean Urbanism. Old friends of ours from early days in Austin, particularly Richard Linklater and Ric Cruz, contributed to the book and supplied images for the concept of slack and for the punk music scene of the early 1980s.

Thanks to Sarah Campbell, an old friend and colleague from Washington, Austin, and London, who worked tirelessly to find illustrations, obtain permissions, and make sure that Hank’s legacy was fully encompassed; and to Margaret O’Dell, also a longtime colleague and friend of Hank’s, who took files from multiple computers and conversations with multiple sources and massaged them into a final manuscript.

We are grateful to you all.

Kelle Dittmar

Introduction

by Margaret O’Dell

My ideal city is one that marries the best of the past with the best of the future. . . . It’s about bringing together the things that we love about the traditional city and connecting them so we can enjoy quality of life. It’s not a technology problem—it’s a working-together problem.

I believe that people matter, and that we can engage people in planning and sustainability processes in a way that positively affects the outcome.

—Hank Dittmar

Hank Dittmar—urban planner by training, friend of artists and creatives, sometime rancher, high priest of town planning to The Prince of Wales—loved cities and their promise for a sustainable future. He foresaw a day when more and more people would be living in cities without sacrificing quality of life, in a built environment that suited its place, and with many opportunities for community connection. But his views were also shaped by his experience at Northwestern University, where in the 1970s the sociologist John McKnight had begun to talk about building on the existing assets in even the poorest community. Like McKnight, Hank saw cities as offering assets to build with, both the human capital of those who lived there and the capital of the existing built environment.

Hank believed in letting small things happen. Remarking on the famous dictum of the urban planner Daniel Burnham, Make no little plans; they have no magic to stir men’s blood, Hank concluded that big plans were often the problem. Looking at the global cities of the world, he saw a crisis of success, with gentrification and global capital looking for a safe haven combining to drive up home prices in some cities while others decayed for lack of investment. These trends affected middle- and working-class residents, who traditionally had found owning their own home to be the safest investment, and young people trying to establish themselves and coping with the vagaries of a gig economy. Hank thought the answers would be found by looking to places and times where, for one reason or another—reduced oversight from regulatory agencies in Detroit, a pressing need to house an expanded workforce in World War II–era Washington, abandoned factories and warehouses in Manhattan and Austin, Texas, where young artists could squat and experiment—the financial and regulatory barriers that hinder individual initiative, small business, and small-scale development were relaxed. Those lessons could be captured and replicated to make the most of cities as places where people can flourish.

Over the course of his career, as the various settings described in the chapters of this book indicate, Hank Dittmar came to see cities as systems with parallels in nature. The healthiest such urban system is not a monoculture of tall buildings built at one time, but a place where, as in a forest, a multitude of small and varied communities flourish in niches, and succession happens gradually over time. Looking over the series of examples offered in these chapters, something else becomes clear: none of them is permanent, but each is in process and each presents something to learn from. And we can say about Hank’s ideas and projects what his hero Jane Jacobs said about the books she wrote: Each one is like a child. You send it out into the world, and you don’t know what will happen to it there.

The municipal airport at Santa Monica offers one object lesson. During Hank’s five years as the director of the airport, the underused facility took on a new life, providing benefits to a variety of constituencies as well as to the private pilots who had been its primary users. The airport got a new administration building, improved runways, new noise abatement rules in response to the complaints of neighborhood residents, and additional safety improvements. It also acquired two new restaurants, an observation deck where families could watch planes take off and land, a Museum of Flying, and a satellite arts campus of Santa Monica College. Among the meantime uses in underused airport buildings were various small businesses, pop-up shops and art exhibits, and glittering events such as the MTV and NBA awards.

Today the Santa Monica Airport is slated to close when its federal agreement runs out in 2028. Parking surrounding the Barker Hangar, a multipurpose facility that is central to the adaptive reuse story of the airport, is already being redeveloped as semiprivate soccer fields, although the hangar itself will continue as an events venue until the airport closes. The single runway is being shortened to discourage private jets, though the Santa Monica Landmark Commission has agreed to preserve an iconic compass rose, a navigational aid that was painted onto the runway in the days before instrument flying by a group of the nation’s first women pilots, including Amelia Earhart, and restored by the same group in 1985, with Hank’s support. A higher-end restaurant has closed, and the popular casual restaurant is still open but squeezed by rising rent and upgrade requirements. Airport buildings that housed a rich variety of small businesses, workshops, and artists’ studios were leased for commercial office space and then released to Snap Inc., the parent company of Snapchat. And that transfer offers another lesson in urban succession: in moving to the Santa Monica Airport, Snap is abandoning its original quarters in the somewhat funkier Venice Beach area, where it had been a spur to local development. Officials there are wondering what comes next for their community and hoping that the vacated buildings will attract smaller businesses and start-ups.

The story of doubling up in Washington, DC, during wartime shows how the available housing stock can be used flexibly to accommodate fluctuations in population. Hank was a believer in the contemporary utility of accessory dwelling units, often called granny flats. He saw making multifamily units possible in areas zoned for single-family occupancy as a way of accommodating the changing demographics of smaller families, empty nesters living in much bigger houses than they need or sometimes can afford, and young singles delaying the home and car ownership that signified adulthood for their parents’ generation. But World War II–era Washington made shared housing work through a strategy of changing both public attitudes and restrictive local rules. After the war, housing markets reverted, and suburban development, growth in auto ownership, and public investments in highway building rendered doubling up unnecessary for decades.

Contemporary Washington faces another housing squeeze, and in 2016, Harriet Tregoning, the director of the DC Office of Planning under two mayors and a close ally of Hank’s, rewrote the city’s zoning rules to permit the construction of accessory dwelling units in neighborhoods zoned for single-family-only residences. That program is being imitated in suburbs such as Montgomery County, which passed similar rules in 2019. Though only 400–500 accessory units have been created so far, throughout