Category Archives: maps and surveillance

Sites of Internment and Surveillance Hidden in the New American West

The mosaic of ethnicities in the United States today appears so inclusive and diverse that echoes of the state’s sanctioning of the forcible spatial segregation of one ethnic group –Japanese Americans–would seem impossibly remote in time and culture until quite recently.  But the tragic and yet state-sponsored episode of Japanese internment by the US military reveals the existence of historical rifts in the historical landscape of the American West, which not only resonate with a history of exclusionary practices, but suggest a striking geography along which practices of exclusion were effected and organized by means of existing maps.  And the recent  invocation of executive order 9066 by Donald Trump, seventy-four years later, when over 110,000 Americans of Japanese descent were forcibly removed from their own houses and relocated to camps of internment as a precedent for the relocation of resident aliens–which Trump has called a  “tough thing,”  but refused to condemn in any way–“I would have had to be there at the time to tell you, to give you a proper answer”–not only to cave to his instincts of fueling prejudice if not racial violence among Americans, but to celebrate a precedent for treating illegal immigrants as alien enemies with no understanding of history or the law.  As the grossly illegal and shameful episode of internment was cited as a basis for racial profiling during the state of exception of War on Terror by Michelle Malkin, the horrific readiness to accept the episode of internment of those with Japanese ancestry as a part of the American legal tradition is not only an instance of unlearning but an act of amnesia that is utterly irresponsible.

And yet, the continued reference of the non-state spaces of American internment in much of the current American West suggests the survival of the landscape that internment produced.  The partitioning of space in maps enabled the exclusionary strategies, moreover, which have a striking overlay with earlier landscapes of exclusion.  Despite a stated mission to keep the country “safe” in the face of the shock of war, detainment of Japanese Americans was not at all something of a historical unicum, but rather fit within landscape of ethnic opposition with possible roots in the nineteenth century, whose secret geography informed the use of sites of sequestering those stripped of citizenship at the start of the twenty-first century.  The space of Native American reserves, or reservations, had been mapped by F. E. Leupp of the Bureau of Indian Affairs in 1905 as if it were a hidden nation within a nation–land set off from the four-color map of the United States, if largely concentrated in the lands west of the hundredth meridian–

Indian Res in US.png

–an image of spatial separateness that continued by 1941.

indian-affairs-1941

The memory of the experience of internment was far more suddenly and deeply inscribed in the national landscape at a single moment, however, if  one not without historical precedents.  T

he permission Executive Order 9066 gave the Secretary of War to “prescribe military areas . . . from which any or all persons may be excluded” from 1942 that enabled an internal “enemy” population to be stripped of citizenship.  The establishment of an archipelago of confinement across Arizona, inland California, and Nevada echoed the confinement of native populations–and resonates with recent attempts to define areas of detainment as “off the map” and consequently removed from legal oversight in ways that we might be all too apt to associate with the Cold War–as much as it was improvised.  The geography of the confinement of Japanese Americans provides an instance of something not like race warfare, but the opposition of the state to its enemies perhaps as telling as the geography of ghostly munitions of the Cold War from missile silos, remains of nuclear testing, facilities for storing and developing plutonium, and anti-missile radar that dot the landscapes of Arizona, Nevada, New Mexico, and South Dakota.

In mapping the inclusiveness of national diversity, we are increasingly reminded of the ethnic classification of the nation’s population by the carving out of predictions of the behavior of the electorate at the polls–partly because the distribution is so relatively easy to map, partly because how such divisions map onto political parties is a growing riddle, not only since it is less clear that their increasing political voice maps onto a single agenda, but also because of the scare of predictions of white-minority status by 2045.  For the apparent cultural remove of the arrogance of an administration that formally instituted the forced geographic relocation of Japanese Americans to camps away from the west coast seems an odd artifact stoked by the proto-fascist flames ignited by the fear of war.

Might it rather be comprehended as a part of California history?  If the episode of Japanese American relocation seems removed from the state’s current mosaic of diversity, it has eery ties to the hidden history of the West–and the political landscape of recent years.  Although when trains transported individuals to hidden locations inland,their forced displacement for the general safety of “all” was promoted as coalescing home front–based on their predesignation as “enemies of the state” in ways that have recurred in recent years.  It pays to return to them to excavate the map of displacement that defined the west coast, and situate its occurrence within a landscape of longue durée.

The interned painter Chiura Obata was a devoted student of the western landscape of the United States, particularly in Yosemite Park, and created an image that inescapably suggests the portents of a shifting political landscape while interned in Topaz, in his quite contemplative painting of the deeply and heavily smeared reddened sky over the stark landscape of the Relocation Camp where he was interned, after having taught art at the University of California, at a War Relocation Camp that opened its doors in September 11, 1942.

ObataChiura Obata, “Sunset, Water-Tower, Topaz, March 20 1943” painted in the Topaz Relocation Camp

The smears of rust-colored cirrus clouds that Obata drew as reflected on Utah’s barren desert landscape at the Topaz War Relocation Center overwhelms the barbed wire fences barely discernible beneath telephone wires, lending the landscape a monumentality that dwarfs a makeshift guard tower, and creates red lines like scars across the land.  Rather than treat the landscape relocation and internment camps as a panicked response to fears of impending military attack, the rapidity of relocation along fault lines in a political landscape that we may have too readily repressed, when the landscape has been forcibly divided along ethnic or cultural lines in terms of belonging–a division that seems to have been rehabilitated in recent years.

1.  The recent mapping of the notion of “diversity” based on data culled into one of the appealing visualizations displayed on the website of Trulia–the realtor which seems primarily in the business of making us feel good about the prospective places where we might live, if we really and truly had our druthers–expanded the maps of demographic density designed by Randal Olson in more interactively searchable ways that offer an opportune starting point for this post.  The dynamic visualization is based on self-reported Census data promised to capture the current “racial/ethnic” composition of regions across the country where smallest difference existed between a dominant ethnic subset and secondary ethnic group, ranking the relative levels of “diversity” by that metric across the country’s largest metropolitan areas–from Oakland to San Francisco to New York to Houston to San Jose–so that we might better envision the ethnic compositions of the neighborhoods where we live in an era where ethnic diversity seems the closest metric we’ll ever get to what’s cosmopolitan.  It is, however, a map of strong ethnic integration that contrasts with the clearcut demarcation of otherness in the map of several generations past that is the header to this post..

Diversity in USA, 2010

The data visualization is impressive despite its clear limitations–especially evident in the broad equivalences that it draws implicitly between the uniformity of “diversity” as a transparent derivative of data of variety.  Building on data encoded in Dustin Cable’s “Racial Dot Map,” Trulia provides a metric for “diversity” that ignores exact ethnicities, providing a new way of reading a single argument in the 2012 data of ethnic differences that Cable encoded by five different colors–which can be read as a follow-up map of the image of ethnic segregation in the map with which the musing of this post began.

Racial Dot Map

The Trulia map of America’s Racial Kaleidoscope nonetheless offers an interesting and somewhat jarring image for all of its superficiality, even with apparent bearing on the sociology of the red state/blue state divide.  For all the very slipperiness of “ethnic/racial” categories as meaningful demographic tools of parsing populations–when were these two terms ever equivalent seen as surrogates for one another, and how do the categories of the 2010 Census, which use such undifferentiated envelopes as “Asian” or “Black” or “Hispanic, Latino, or Spanish origin” as authoritative diverse to parse populations?–to image diversity, there may be some meaning able to be extracted in the visualizations that show their difference and distance from a historical past, when ethnic differences seemed far more starkly inscribed in a pre-globalized world.

For the folks at Trulia created a visualization to map “diversity” that erases whatever degrees of actual racial or ethnic integration exist within counties.  While this may hardly offer a metric of actual “diversity,” the visualization reveals California as the largest continuous body of “diverse” ethnic groups in the country and of its sharpest non-“majority white” areas:

Diversity in USA, 2010

Even without introducing the potentially complexifying newly trending category of the “transracial,” or those individuals who, to use another term diffused in online media thanks to Rachel Dolezal, realized or felt that they were “miscarried”–a term that has touched a clear nerve, given the unclear meaning “race” retains in contemporary America, and the uncomfortable nature of the term.  Where Trulia finds diversity to be concentrated in coastal regions and objectively present in a range of areas that seems to correlate with sites where the home-buying market is tight, the visualization seems most useful to force us to ask what diversity means–as well as to mask the sort of rhetoric of ethnic opposition that so often scarred the landscape of the west.

2.  “Diversity” is a new world, but may once have led to the one of the clearest instances in US history of the forced marginalization of a population of citizens during the early years of American engagement in World War II.  Despite the frustrating failure of imposing categories to classify the composition of our national population at the start of the twenty-first century, the cultural remove at which Japanese ethnicity became a basis for the forced migration of citizens must be balanced with the proximity of the recent circumscription of individual rights.  If panic and fear unjustifiably provoked the systematically organized deportation of Americans of Japanese ancestry–in which a strong dose of economic resentment may have played a large role–the act of remapping civil rights in the United States, if seriously compromised, also sanctioned the remapping of rights in ways that both built on and provided some rather scary precedents.

Did the confinement of a considerable section of the population–and indeed the confinement of a somewhat arbitrarily reclassified class of citizens–created something of a crucial precedent to redefine the rights of citizens by unilateral executive fiat?  The decision to reclassify a segment of the American population recalls the legal justification for a “state of emergency” which the “crown jurist of the Third Reich” Carl Schmitt notoriously advanced as an adequate rationale to suspend rights in the hopes to re-establish order, responsibility for which, Schmitt argued, ultimately lay with the sovereign alone, but whose actions created shared bonds preceded the very notion of the state–and rested in a political nature of the opposition between friend and enemy.  In a cold-hearted logic ways recently revived in George W. Bush’s administration, such an occurrence “extreme emergency” could justify the suspension of the constitution and law, with striking similarity to the political state of emergency by which internment was justified and understood–and was associated with a state of war, both by Schmitt and in the War on Terror of the early twenty-first century.  Nowhere is this more evident than in the remapping of California during the Japanese Evacuation Program, where Japanese Americans were segregated from all “exclusion areas” in the name of a political imperative that transcended political practice.

The institutional order that was created between zones of confinement and zones of exclusion in the “Evacuation Map” created “in satisfaction of the impelling military necessity created by total war with Japan” defined some 108 individual “exclusion areas,” in each of which approximately 1,000 persons were evacuated–allegedly totaling the 100,000 persons evacuated during the two weeks between March 24 and June 6.  Many were concentrated in the Pacific Northwest.  But the repartitioning of the West in terms of Military Area 1 and Military Area 2–a sort of Newspeak of Orwellian resonance–was premised on the presiding rationality of political belonging against the otherness of Japanese Americans that is so foundational in Schmitt’s thought.  The exceptionality of “wartime” provided the basis for suspending their right, and insisting on the primacy of the political for redividing national space, and suspending legal or constitutional precedent by a political mandate that, for Schmitt, would indeed historically and existentially precede any legal or constitutional order.

3955_japanese_evacuation_map

What sort of networks would have allowed the forced migration of a large section of the Japanese American population to internment camps?  The imposition of such a nation-wide policy of legislated relocation remains conceptually remote, both as a practice and conceptual possibility, let alone as one accepted by the region’s residents.  Its logic lies in the legend to the map, which echoes a truly Schmittian rhetoric of a “state of emergency” in which constitutional rights are suspended; the necessity of “the political” reveals the deep opposition based on “otherness” whose rationality is revealed in its legend.  This state of “otherness” was clearly inscribed in the landscape of the two areas of Military Areas, rather than states and superimposed upon states, is linked to “wartime,” but which echoes of the earlier political orders of the American West:  its legend offers the underlying logic of the state of emergency during which local division was inscribed.

The partitioning of the same region that seems particularly noted for its diversity–the western region of California–as in the framing of an “Exclusion Zone” that was deemed so sensitive in its concentration of state secrets to be off-limits to members identified with Japanese immigrants that they could be stripped of constitutional rights–and forced to board trains from the cities to anodynely-named “Relocation Centers” that were located in the state’s interior–suggests a civilian partitioning of the country not only in the name of war-time exigency, but in fact a paranoia that was fueled not by actual military dangers or actual risks of espionage, in retrospect, but something that was more fed by a combination of opportunism and on-the-ground animosity and ethnic dislike.  If the notion of such dislike might have lain in economic competition, the ethnic opposition was reified in the boundaries of otherness exposed on the map.

The network of relocation camps are often seen as a unicum–and as something like a quite particular circumstantial combination of jealousy for a group of successful immigrants who had often lived in distinct settlements, and whose difference was now cast into political relief, both by the war, and the culture of imperial allegiance that Japanese were seen as increasingly ready to adopt.  But the very network of the camps of resettlement recapitulated narratives of the European occupation of Native America by completely effacing an imaginary frontier between Native Lands and European-American pioneers, placed in evidence by the confining of native peoples in discrete sites that were later known as “reservations,” the bounded areas of the absence of any existence of a Native/American divide across the very western states from which Japanese Americans were banned–and indeed denied narratives of racial or ethnic differentiation, where the destruction of the frontier was replaced by the contained presence of the Native populations in reservations, at the same time as many other reservations were reclaimed as military sites for engineers or the army, in the demand for a wartime effort, even as Native American languages were adopted, as they had been in World War One, to encode military communications and Native Americans participated in huge numbers in the US Army.

The rapid constitution of new networks to displace Japanese Americans from their former homes to the periphery of what became defined as Military Area One in the United States was enabled by the infrastructure of railroads that linked cities to removed “War Relocation Centers” in areas where their inhabitants would not be easily noticed or indeed seen.  The forcible relocation of Japanese Americans was largely enacted and by non-military authorities, but led to the removal of the large number of immigrants to the country to remote areas, cordoned off from sight, in the four months from March, 1942, by which time some ten centers of “war[-time] relocation” were established that removed Japanese Americans from the coast region that they had increasingly migrated in the past thirty years, to areas where they were less likely to be noticed, and the stripping of their civil rights–and allegedly inalienable liberties–were not even seen.

map1

The deep suspicion of ethnic difference created a proclivity to separate Japanese American citizens as a military threat.  Yet as early as 1930, the Office of Naval Intelligence began surveillance on Japanese communities in Hawaii, wary of the military power of Japan.  And from 1936, the same Office in fact compiled lists of those Japanese to be “the first to be placed in a concentration camp in the event of trouble” between the countries–long before the idea of confinement camps were broached as a possibility on American soil.

That list would become the Custodial Detention Index, compiled in 1939-41 with help from the Federal Bureau of Investigation as a tabulation one of explicitly “Alien Enemy Control” as enumerating those ostensibly “engaged in subversive activities” or actions deemed “detrimental to the internal security of the United States.”  The list was drawn up a decade after further Japanese immigration to the United States had been banned in 1924, and significantly before Executive Order 9066, issued on February 19, 1942, allowed regional military commanders to designate “military areas” from which “any or all persons may be excluded.”  The establishment by the civilian-run War Relocation Agency of what were very euphemistically termed “relocation centers,” together with the six internment camps run by the US Department of Justice, were officially built to house all Japanese-Americans who had been removed from the “exclusion zone” that stretched across the entire western coast of the United States, after March, 1942.

Although the scope of detention was not widely known, or discussed in contemporary maps, a relatively recent map of the Assembly Centers and Internment camps emphasized their existence and geographic distribution in areas that were removed from population centers, lending greater prominence to their considerable geographical remove from areas  Japanese Americans had settled and the inhospitable places to which these forced relocations in internment camps occurred–in the desert, in relatively abandoned villages of the High Sierra, in areas often excluded from common maps.

Assembly+Camps-web

Ben Pease

The reparative remapping of such sites as Poston and Gila River to our common memory offers a wonderful way to start to come to terms with the network of civilian-administered internment camps that place into relief a less well-documented or perhaps fully apprehended scale of the effective apparatus of state surveillance and that was in place of over 125,000 Japanese Americans into the desert-liike interior of the country for ostensible reasons of suspicions of a Fifth Column in the country of fully US naturalized citizens, who were stripped of all civil liberties.

The stark existence of such an “Exclusion Zone” or ten euphemistically named ‘relocation centers’ to which Japanese-Americans were without distinction detained from 1942 were inhumanely mapped in purely logistical terms to evacuate the western coast of ethnic Japanese with amazingly well-coordinated efficiency over six months with the sort of reflexive unreflectiveness so often characteristic during the unfolding of events occurring during a war:  but the sites were also intentionally created as sites absent from federal law–or international conventions–and in a sense existed as black spots on the national map.

map1

Such practices of forced relocation to sites far removed from cities near the shoreline–and ostensibly near sensitive military sites–depended on a very systematic division and re-assignment of Japanese Americans suddenly dispossessed of their ownership of houses, land, and real estate, which was imagined in a quite cartographical manner–as the movement of Japanese Americans from coastal cities and communities on trains removed them to remote places, as if to expunge their memories, and in locating Japanese Americans in remote areas allowed to be forgotten and go unseen.  The subsequent destruction of any buildings, gardens, or evidence of confinement after the war, when the spaces of confinement were promptly shuttered after January 2, 1945–again by executive order–erased any evidence of the space that were bulldozed and razed, effacing memories of the internment, no doubt more problematic after the discovery of Nazi Concentration Camps.  Despite the total lack of support for accusations of security threats, suspicion seems to have reigned. If the construction of Internment Camps were officially mandated to be situated in places deemed “climates suitable for people,” from the newly created Military Area #1–western Washington and Oregon; western California; Southern Nevada–to the Mississippi, in ways that created a new geography of the United States during wartime, ostensibly for reasons of state.  Yet living in quasi-military improvised unheated barracks ringed by barbed wire that enclosed the thirty to forty blocks of barracks separated by empty spaces, patrolled by soldiers from watchtowers, lacking any privacy or cooking equipment or kitchens, and without any medicine or medical institutions, with only improvised medical care and with nothing but cots in collective rooms, such containment centers were undeniably more than austere–they were dehumanizing by intent.   And while not dedicated to a project of ethnic cleansing, they were motivated by a sense of deep suspicion based on ethnicity alone, and reflect a similar fantasia of spatial containment and confinement that was enabled by a new attitude to space that the wartime maps of the Civil Control Administration reveal. The landscape coded in pale pastels masks and obscures the violence of collectively reclassifying Japanese-Americans as if “internal enemies”–and as threats to the national state–within national political discourse in truly Schmittian terms.

3955_japanese_evacuation_map

 

Within the intentionally dispersive extended archipelago of camps, removed from centers of habitation, inmates were largely supervised or overseen by the Wartime Civil Control Administration–a civilian unit–because of falsified reports of a proclivity to espionage.  Such reports were diffused largely through the military and future Department of Defense (then Department of War) and were also  fostered by intense lobbying efforts of white or Anglo farmers (who saw the Japanese American farmers as a threat) encouraged the perpetuation of a race-based paranoia. Even though J. Edgar Hoover at the FBI doubted that any real threat was posed by Japanese Americans, the decision to confine seems to have been preemptively made to quiet a home front:  President Roosevelt’s issuance of Executive Order 9066 led to over 112,000 Japanese Americans to be moved to effective prison camps located in nine states–California, Arizona, Utah, Wyoming, Colorado, Texas, Arkansas, and the porto-state of Alaska. Although two-thirds had already gained citizenship, they were asked to submit to loyalty oaths and swear not to interfere with the ongoing war effort that had consumed the country.  And were excluded from much of the country. The internment sites were removed in the interior–and located in “Military Area 2”–whose definition somewhat bizzarely, and, quite Orwellianly, departed from the boundary lines of individual states.

They created a new logic of displacement and of the suspension of individual rights. 3.  We associate the transport of prisoners as human chattel destined for ethnic cleansing on trains with Hitler’s Final Solution, perhaps the paradigmatic instance of the forced migration of populations becoming a national project and mission.  But the national network of trains similarly provided the basis for the relatively fast geographic removal of US citizens of Japanese descent across the state from Exclusion Areas, effecting the legal reclassification of citizenship in was that oddly reflected the claims of spatial purification that the abstract order of maps almost inspires. The spectrum of pastel colors of the map issued by the Western Defense Command of the Exclusion Areas where men, women, and children of Japanese ancestry were forbidden to set foot conceals its violent measures.

 

detail evacaution program

The process of internal evacuation conducted “in satisfaction of the impelling military necessity created by total war with Japan” created an “evacuee population” in the United States whose movement was to be controlled and supervised by military forces, ostensibly to remove them from areas where there was any military presence that might be observed.  When immigrants from Japan had been banned from becoming naturalized citizens of the United States–from either owning any property of their own or the ability to vote–Japanese Americans formed independent communities of their own in the western United States, often with separate schools.  The forced transport of Japanese Americans to sites where they were stripped of citizenship and pursuant rights created something of a new standard for the imposition of classification on naturalized citizens for unstated reasons of possible danger to “state secrets”–although the  actual likelihood of any attempted infiltration or espionage on existing military installations was not particularly credible. Forced transportation from communities in San Francisco, Los Angeles, and Seattle created an archipelago of the confined not only in California–and prevented from entering “exclusion zones” that came to include almost one-third of the country, eliminating the presence of Japanese Americans in anywhere save the less densely populated lands of the interior.  While ostensibly directed against possible espionage of those sensitive military areas “from which any or all persons may be [rightfully[ excluded,”  the expansion of exclusion zones to constitute a large share of the country became something of a pretense to redirect populations to areas where they were not seen.  Not only was a third of the Territory of Hawai’i Japanese–between 140,00 and 150,000–in ways that make it ethnically complex, almost 127,000 Japanese Americans were listed in the 1940 Census as living in the country, mostly in California, Oregon and Washington, of which 40,869 resident aliens, born in Japan.

archipelago of Internment Camps in US The rapidly expanding rate at which camps opened across the country over five months testify to the paranoia and unjustified fears that fed the relatively quick establishment of similar internment camps where local rights were suspended or stripped, and the role of the rail in moving a sizable sector of the population nationwide:

map-1

This quite carefully planned and strikingly extensive network to move populations from Assembly Centers to Relocation Centers–all since anodynely named–allowed the significant expansion of the areas of exclusion from which Japanese were not allowed to set foot.  They were codified quite rapidly in the months after the December 1941 attack on Pearl Harbor led to all of “Japanese ancestry” to be reclassified as potential security threats, despite little evidence of their disloyalty, as attempts to argue against imprisonment that fell on deaf ears:  six weeks after Pearl Harbor was attacked, after some ethnic Japanese living in Hawaii helped a downed airman, leading to a questioning of their ability to not be imperial subjects and “unassailable” as such, set the basis for a new geography of confinement and exclusion of Japanese from public areas that Earl Warren spearheaded, creating the basis to prevent ethnic Japanese from entering exclusion zones” of almost a third of the country–and encouraging by May 1942 all Japanese to be moved to network of assembly centers and readied for transport to permanent relocation centers across the country.

The declarative bluntness of the administrative languages in the authoritative public notices placed in the street corners of cities such as San Francisco that trumpeted the specter of foreign racial “ancestry” of Japanese Americans–

SF INSTRUCTIONS TO JAPANESE ANCESTRY

or the expanse of almost a third of the country from which Japanese Americans had been displaced–

extensive network

cannot speak to the surprised faces of the deported who arrived by train in Arcadia, California, fresh from San Pedro, and the machinery that brought them there, and the helmeted soldiers who are staring down those recently stripped of citizenship, who don’t seem to have fully fathomed the reasons for their fate, or what perhaps the suspension of all legal rights would mean.

The role of the trains in moving populations in California would have paralleled the travels that the young Steve Reich made with his governess across the country from Los Angeles to New York in 1939 and 1940, and the “music documentary” he composed that retrospectively juxtapose those trips with the contemporaneous forced transport of European Jewry for ethnic cleansing.  Reich’s travels occurred almost immediately before Japanese-Americans were moved en masse from Los Angeles to Relocation Centers as Poston or Gila River.  Rendered in the propulsive straining tempo of violins that alternately suggest accelerating pistons and air raid sirens, and accompanied by parallel intonations of porters calling railway stops and voices of survivors, Reich’s braiding of memories intentionally evoked parallel lived geographic relocations as fantasia of forced displacement that mechanized electric rail travel allowed.

relocation in Arcadia, CA at Santa Anita Assembly Center, brought from San Pedro

relocation in Arcadia, CA at Santa Anita Assembly Center, brought from San Pedro

4.  Was there a precedent for such forced movement under military oversight, in the confinement of native Americans in much of the American West to “reservations”, in a manner that Adolf Hitler himself has been noted to have particularly admired for the effective reorganization of the population of the West?  (Hitler was a large fan of Karl May as well as Fenimore Cooper; Navajo reservations provided not only an architectural model for early concentration camps, according to John Toland, which he took as a promise of the extermination of those unable to be “civilized,” in a bizarre bit of cross-cultural reading.)  The precedent of the forced 1864 “Long March” of over 300 miles–some fifty of which in fact occurred between designed to create forced migrations of American Indians from more potentially valuable mineralogical resources to reservations of contracting size.

For between 1864-6 of up to eighteen days attempted an ethnic cleansing of Navajo, from the ancestral homelands of hunters and gatherers located in current northeastern Arizona and northwestern New Mexico to the Bosque Redondo internment camp on the Pecos River nearby Fort Sumner–an internment camp that was itself an attempt at ethnic cleansing, where some 3,500 Navajo men, women, and children died and that stood as an inspiration of the possibilities of ethnic cleansing to the Nazi party, as did the camp for Boer prisoners in South Africa, and perhaps a model for the first plans to deport Jews to the area of Lubin to die of disease.  (The image of the confined Native American was potent:  Karl May remained among Hitler’s preferred authors, and Hitler continued to read May’s stories of the grizzled white cowboy Old Shatterhand as Führer and personally recommended to his officers, David Meier notes, during the Russian campaign–perhaps providing a model for the forced marches of prisoners of war to death camps.)

Reservation map MS 3039 map 11 (1886)

The forced migration of a hunting and gathering migratory tribe to an arid 40-square-mile reservation with contaminated water, to face failing crops, disease and raids from neighbouring tribes is a not-so-hidden part of the landscape of the “wild” west that must have been present in the minds of those who administered the transportation of Japanese Americans to sequestered sites of minimal economic or strategic value.

March map (Wiki commons)

While such equivalences in atrocity can hardly be drawn, and should not be encouraged, it remains striking on a conceptual and genealogical level that so many of the camps of internment for Japanese Americans were geographically located not only on state land, but at times on the very reservations on which Native Americans were actually confined–and restricted–in ways that provided a powerful precedent for such practices of territorial confinement and surveillance.

The Poston Relocation Center, for example, built on the Colorado River Indian Tribes Reservation in Arizona, working to provide the Reservation with electricity; the Leupp Isolation Center on the Navajo Reservation in Arizona, northwest of Winslow; the Gila River Camp, approved in March 18, 1942, for 10,00, over pointed objections of the Gila River Indian Tribe; Tule Lake in an area that was the ancestral home of the Modoc, surviving members of whom were exiled to Oklahoma in 1873; Manzanar, located in the Owens Valley, in an area whose farmlands were worked by Shoshone and Paiutes for some time.  In these circumscribed and well-defined areas, the Constitution was deemed not to apply.  Despite no clear reaction between the Relocation Authorities and future Bureau of Indian Affairs, the director of the War Relocation Authority, Dillon S. Meyer, from 1950 to 1953 worked as the Commissioner of the Bureau of Indian Affairs.

5.  Few of these sites of isolation were known to the public, moreover, or showcased in the media, with the exception the “show-camp” of Gila River, Arizona.  But the existence of a “hidden geography” necessitated the show-camp among the numerous centers of sequestration Japanese-Americans might have faced.  Lying quite literally “off the map,”and not appearing on maps of the west save in those redacted by the government, the internment camps provide more than a solely symbolic predecessors of what Trevor Paglen has so accurately characterized as the “blank spots on the map Trevor Paglen described, run by the National Security Administration, in the wake of the newfound popularity of the juridical writings of  Carl Schmitt.

For the that became centers for the rendition of foreign nationals deemed security threats, like dry lakebed of Groom Lake, the area of the testing of the U2 missiles and other military aircraft in Area 51, run by the Air Force, or the National Data Center, sites run by the government but which lie outside the legal administration of the state, perversely, and in which the suspension of constitutional rights that Schmitt had claimed was argued to similarly apply.

Warnhinweis_und_Sicherheitspersonal_an_der_Groom_Lake_Road_07.2008

The suspension of constitutional rights for the American-Japanese who were sequestered has an analogously long set of precedents of its own:  the forced displacement of Native Americans had been an established government policy and project for over sixty years in the nineteenth century, based on denying precedence to claims of residence in lands they had traditionally occupied.

The result created some unique patterns and combinations of interior settlement.  The Japanese Americans in one region came to outnumber the Mohave and Chemahuevi in the area of the desert where they had confined:  the Office of Indian Affairs, indeed, ran many camps together with the War Relocation Authority, based on the hope was to use Japanese labor to construct larger spaces of confinement for Native tribes–either using the confined to confine tribes already stripped of land, or using the dispossessed to create spaces of confinement for the nation-state that had stripped them of their own property–by the canalization of the desert or the construction of newly electrified living quarters.  Native Americans as the Cherokee had earlier been confined to “internment camps” before these were termed “reservations–internment camps whose plans may have served as models for the confinement of Jews in what became Death Camps–in World War II, the US also displaced Aleut people from the Pribilof Islands to internment camps located in Southeast Alaska.

Manznar War Relocation Camp

Do such sites of isolation provide an alternate genealogy for the foundation of rendition sites–“blank spots on the map“–that the NSA much more recently operated at a similar remove from the coasts, public memory, or legal oversight? Do they provide one genealogy of the “black areas” of the law that allow the invocation of state secrets by the government and especially by the Air Force and CIA, but also the Department of Justice of Alberto Gonzalez, where the torturous logic of Schmitt’s emphasis on the state’s right to name its enemies regained respect, partly through the validity that the conservative icon Leo Strauss had given his “political theology” as one way for a strong state to unite men against “evil”:  it is tempting to see what role Schmitt had in providing a precedent to invoke state secrets privilege to shore up the “black worlds” of the NSA, where extraordinary rendition of foreigners like Khaled El-Masri or the Canadian Maher Arar occur, and Groom Lake stays black–and effectively off the map–removing the construction of Air Force bases in Area 51 from criminal persecution, and effectively sanction violations of both federal law and the international Convention Against Torture in some locations. Indeed, the establishment of Relocation Camps mirror and echo the temporal creation of military sites in Southern Nevada that sprung up in the 1950s, nearby Area 51, which has been imagined both as a site of alien abductions and an alleged site for the US military to dedicated efforts to converting alien aircraft, have long remained hidden, and most probably not only to conceal contact with extra-terrestrial life for reasons of state.  The recently expanding government centers tied to extradition offer an an odd gloss on the myths of alien crafts’ conversion to the US military.  In a perverse fantasy of military omnipotence and natural providence, where for some the US Government is believed by many to have inherited the manifest destiny of the nation into the otherworldly relations to alien life.  Just past Death Valley National Park, the Nevada Test Site and Yucca Mountain almost constitute the areas that the nation has removed from most maps–

 

Military Lands in S. Nevada

 

–even if the secretive area around Region 51 and Groom Lake, just above the Nellis Air Force Range near Las Vegas, became best-known as sites of an secretive space of rendition and imagined extraterritoriality.

Is the ideal mapping of these areas as removed from oversight, and not subject to prosecution, not only a relic of the Cold War, but a region rich with precedence as offering a theater of opposing the enemy, to maintain enmity, in Schmitt’s curious words, and to maintain such enmities to cultivate the primacy of action, and sustain a not-so-hidden sort of political theology?  If nothing else, it is an odd through-the-looking-glass sort of authenticity that seems located in these areas hidden from oversight. The imagined extraterritoriality which the government entertains is after all a sort of fictive escape from recognizing rights agreed to be accorded individuals, by the escapist alternative of removing them from the actual map:  it is as if, by leaving the map blank where they lie, the conventional rights accorded to all who inhabit the actual world are somehow exempted by their placement off of the recognized map, and outside the nominally universal rights that are accorded citizens by US law and by international legal conventions.  The map, in this sense, seems to have more power for removing people from international treaties and standards that the law could otherwise allow. Croom Lake

 

Is this a landscape of paranoia, whose contours were poisonously sculpted by a nuclear arms race of the Cold War–or a map of a secret history of sequestration, whereby an expanding nation state subtracted places from judicial review and removed them from public scrutiny?

 

 

nellis_road_map_1950

Leave a comment

Filed under data visualizations, internment, internment camps, Japanese Internment, maps and surveillance

Cabstopping: Data Visualization and the Re-Mapping of Urban Space

Data visualizations often employ maps to make their point, and organize an effective argument that will engage their audience:  when we see data embodied in a map, and are best engaged in its interpretation.  The alchemy of the data visualization is a magic way to throw the map’s content into multiple dimensions:  data visualizations offer plastic forms of mapping to illustrate the way we fill and occupy space, transforming the mechanics of mapping specifically intended to track the stability (and meaning) of constructions of place, and orient us to different perspectives on how we move through space.  We can better understand the ways links can be drawn about data in clear synoptic terms, and reassured by the act of discovering new patterns in a readily recognizable form.  In describing the spatial distribution of an attitude or affinity, maps are readily consumed.  But they are also cognitive tools to process shifting notions of place:  the sleek tapering negative lines in the above visualization of San Francisco’s cab traffic offers a dynamic model to examine how GPS changes relations between cities’ center and margins.

Data visualizations are not present in the recently published primer “Make Map Art” invites us to adopt traditional cartographical tools as helpful strategies to “creatively illustrate your world.”  Mapping has long been rooted in the world of graphic design.  But the siblings Sue Swindell and Nate Padavick’s Map Art invite readers to embrace the diffusion of mapping as a form of making in the service of self-expression in this lovely book–whose championing of the hand-made map seems a counter-strategy to the near-ubiquity of Google Maps on hand-held screens and maps in evites, embedded in social media, that direct us to a destination.   The toolkit offered readers of Make Map Art invites us to adopt tools and forms of maps not only as orienting tools but instruments of “creative illustration” that suggest we rehabilitate forms of mapping as our own tools.  These maps are marketed more as a hobby than a strategy of resistance:  but in their romanticized vision of the self-made map, a sort of trickle-down of the popular resurgence of hand-drawn maps, they neglect the diversity of spatial knowledges in their “creative toolkit” of easily mastered tools of design.  The handsome how-to book offers some twenty projects by which to frame  cartographical interventions in a world already abuzz with maps:  but the forms of mapping 2-D toolkit primarily marketed in stationery shops and bookstores neglect the most interesting ways cartographical design has caught up with how increasingly stark social divides have come to structure quite divergent perceptions of space.

Web-based maps are not included among the toolkit for map-your-life/make-meaning-from-maps they present, since their medium doesn’t fit the niche audience or the Luddite inflection of the book–or the sense that the map, once considered a tool of government, can be a relaxing way to order space in a world where we are all too often confronted or running to consult a handheld screen.  But this might be unfortunate.  For in a culture where we are consulting or faced by screens in  the forms of attentiveness data-driven maps create compelling models for charting our occupation of space and indeed processing our own relation to space in particularly creative ways.  If the screen often provides compelling tools to grasp our increasingly uneven occupation of space to a degree of visual attention unlike–although not foreign to–static maps.  They can show us how we fill space, and how our experience of place is redefined with a rapidity that the static design of a local or regional map has difficulty continuing to fulfill its orienting functions.  We are impoverished by circumscribing our access to a full range of mapping forms.

SF Traffic

In their engaging how-to book of personalized map design, Swindell and Padavick offer a something like a basic toolkit for those eager to respond to fears of being dominated by data.  In designing customized maps, one might resist widespread concern for being regularly mapped by unwanted forms of surveillance, and indeed dominated by the ways in which our lives are regularly mapped.  But Padavick and Swindell don’t push back that hard: they dwell in the cozily utopian idealized spaces that any map invites viewers to inhabit. It’s cool to play with our sense of space and abilities to create forms of personal orientation for ourselves or indulge in returning to cut-and-paste type of social media of material design in a DIY guide for fashioning personalized geographies ready “to be framed and displayed as artwork” to gain new decorative status as personalized cartographies.

Data visualizations, unlike static maps, define the networks of interaction in which we have increasingly become enmeshed, tracing forms of  inhabiting place that are often illuminating of the complexity of navigating place than they are comfortably reassuring.  Map-based data visualizations orient us to the shifting ways we fill space and inhabit our streets, and make interpretive demands on their viewers about how we actually have come to use our space.  For while the formats of maps offer cool tools of spatial orientation that remind us of the favorite streets we love–and how we walk across them–if the alchemy of data visualizations remake maps as especially creative tools of engaging with one’s environment, they process our own relation to a built space in dynamic ways, effectively organizing our orientation to space by revealing contours of divergent perceptions of and access to space in cities–spaces that are now no longer easily mapped by public transport maps, grids of streets, or even schools and social services.  The patterns that data aggregates are particularly valuable as a tool to unpack the changing occupation of urban spaces, from public parks to freeways to avenues, and to interrogate the practical and real boundaries of known space.  And they raise questions, perhaps known to some extent in anecdotal experience, about the increased dependence on GPS to navigate urban space in many drivers of ride-sharing services–from Uber to Lyft–perhaps in distinction from drivers’ familiarity with the automobilistic navigation of city streets.

 

1.  Maps that derive from big data offer particularly versatile tools, in contrast, to visualize the ways that we inhabit space and, by extension, how we travel through it and make it our own:  much as flows of information or currency or patterns of immigration, data maps show patterns of collective action that is rarely otherwise aggregated, and help us visualize how we inhabit space in dynamic ways.   They present the ability to map a network around both space and place as, indeed, constitutive of both, dispensing with and not adopting a static cartographical frame of reference to describe our relationship to space.  The alchemy of data visualizations allows us to  illustrate shifting relations between urban centers and peripheries in a map, tracking shifts in the nature of mobility in urban space, beyond a physical plant, but embodying how GPS readings tracked each cab across urban space as they move on major arteries, noting not only their positions over time, but indicating patterns of traffic, shifts in density at different times, relative rates of acceleration and different speeds of travel–all to chart how different dynamics by which the aggregate of cab riders’ experiences across urban space, the access to urban space that the self-selected demographic of cab-riders share, and the areas of cities that remain off their maps.

The dynamic results of such data visualizations provide compelling ways to understand the organization of urban space.  And in such lies their attraction for puzzling the existence and resilience of place.  “Cabspotting” at San Francisco’s Exploratorium invites us to track cabs as they carry fares at different rates of speed and acceleration across that city’s thoroughfares.  The data visualization is designed after the pioneering aggregate mapping of cabs in San Francisco’s streets by stamen design’s Shawn Allen and Eric Rodenbeck, displayed in a gallery setting in 2008 at MoMA, and first designed in 2005 by Scott Snibbe, Amy Ballin, and Stamen design.  This “high art” of data visualization was devised as a tool to reveal social, economic, and cultural data about the city in a variety of video platforms, exploiting the ability to download massive amounts of data about city cabs in aggregate that could be graphically condensed to a single image of apparent simplicity that spoke volumes on space use.  “Cabspotting” (2005) created an innovative alternative model of revisiting the city as a permeable and open space that was at the same time structured by economic patterns and social divisions in urban space:  the famous visualization of how people use cabs to inhabit urban space re-envisioned the city’s physical plant in a dynamic data-driven pattern varying trail length in response to cab speed.  Its particular power as a data visualization lies in its tracing of a collective iteration of individual itineraries, whose line thickens as they accelerate, creating an image that asks viewers to cathect to real routes through and across the city–either in an aggregate view as below, or in a real-time film of the routes and speeds on which cabs move.

Cabspotting

We are able to enter into the pathways along which the city plan is traversed and experienced, as well as occupying an Olympian point of view.

The sinuous traces left by the aggregate of cab-fares allow us to watch cabs moving at different velocity and acceleration across the city, to reveal a haunting socioeconomic X-Ray of the city’s space, and pathways within in its streets.  While omitting large areas of poorer regions, from Hunters Point, Bayshore, or Daly City, it illuminates areas in the financial district arrived at with disposable income:  thick lines of rides near the shores show a general acceleration, especially on the Central Freeway, Market St., the James Lick Freeway or the 101 and 280, as well as along the Bay Bridge and out to the Airport, reveal a dense distribution of cab lines filling the city plan that hinges on Market Street.  The absence of a network of freeways built within the city seems to have helped cabs’ circulation, but cabs are limited to a dense occupation of downtown streets.  Indeed, if the sort of freeways and highways were built over and across the space of San Francisco in the way that they were in other cities, perhaps the illumination of that gridded downtown would be less prominent in the Stamen visualization–although one can still discern the 101 or James Lick Freeway and Marina Boulevard leading to Ghirardelli Square in the Stamen map, imagine the shifting spatial spread in a city defined by the proposed arterials which would have rendered the city more navigable, but faced such intense local opposition  that they were never in fact built or got beyond the drawing board.

 

picture_4

 

The animation of traffic around San Francisco’s roads and freeways that Cabspotting celebrated the unique space of San Francisco’s streets, removed from a world fearing surveillance.  It also provided a model for processing data from taxis to illustrate the ways we use cabs to inhabit and navigate a city’s streets, emphasizing what routes cabs take and how San Francisco’s urban space is navigated, by taking up the perhaps oxymoronic proposition of surveillance technology as truly inspirational, in Scott Snibbe’s phrase.  The resulting graphic illuminates a hidden geography of how San Francisco is experienced across time in cabs, whose tracks trace a socioeconomically differentiated space in ways that cast the city’s physical plant in a dramatically new lens, where the density of downtown peters out to wisps along those avenues where fewer cabs run their fares:  Cabspotting set a compellingly high bar for data art.

The compelling portrait that emerges from the Stamen visualization offers of primary routes of cab entry generated considerable excitement for a virtual palimpsest of how urban space is navigated by paying customers in a city on a single day.  In ways that privilege specific areas of the downtown, and the larger streets–around the bay near the Embarcadero, down Geary Street, along Mission Ave. or nearby Civic Center, it suggests a living template of the city, noting each cabbie’s trajectory of driving by a white line, and increasing the size of its ghostly white lines by velocity and frequency of cabs.   As a form of GPS-based art, the ghostly image of the city may have shaped Jeremy Wood’s use of GPS in 2009 to track his personal cartography in the Gliclée print “My Ghost”, imaging an overlay of his own itineraries over the span of a year, but Wood’s image lacked the richness of wealth implicit in Stamen design’s data overlay.  Even if it suggested the lack of access of certain areas of London to Wood’s experience of the city, and a wide wandering over a hairy looping of space, the individual migrations through London streets suggests restless  iteration of an individual across city streets, unlike the densely packed social clustering of cabs  concentrated in the downtown San Francisco and accelerating along freeway lines.

 

my-ghost

 

The image Snibbe and Rodenbeck designed offered a memorable real-time contours for a city’s urban space that show a far less dispersive wandering around the vagaries of urban byways, and a focussed repetition of routes around a relatively restricted urban grid.  In each of its successive animated time-lapse iterations and real-time rehearsals, the Stamen’s “Cabspotting” re-mapped urban space by tracking the collective aggregate of motion across urban space, using data from embedded GPS data of position, speed and acceleration to remap a strikingly plastic living urban landscape in dynamic–if haunting–ways:  pay-per-fare riders sculpt streams of traffic across its major streets and thoroughfares, rife with cab rides, appear illuminated by the aggregated overlay of rides over time, showing the different rides of the city that were being performed as if to condense a residue of the collective transit through the city around select hubs and thoroughfares of increasing or diminishing traffic.

 

Stamen Cabs

 

 

2.  The wealth of data mediated by GPS measurements allows one “map” space around each of the “lines” that designate cab-rides by relative speed, using red to highlight moments of acceleration at a fixed period, in a time-lapse moving image that traced the matrix of the city’s streets.  In ways that predate but prefigure the current rise of on-demand  smartphone-based apps as Umber or Hailo which aim to displace the local cab economies in most metropoles, the pulsing traffic of animated  tracking of taxi-cabs renders the city’s grid in a wonderfully dynamic way:  Cabspotting serves to delineate clear economic patterns and socioeconomic points about how different folks perceive the same space of the city.  The dense glow of traffic around Union Square of cabs parked, circling, or just stationary reveals a center of commercial congregation.

 

colored map cabs' speeds

 

Such tracking of cab-traffic of course may sharply differ in other urban spaces, where centers or commercial districts are more concentrated or differently distributed, and access to space less clearly privilege distinct thoroughfares.   The real-time tracking features of Cabspotting liberated static models of mapping by using GPS to amass data in ways Rodenbeck and Allen could readily visualize in clean lines.  But the “snapshot”-like nature of the Stamen graphic led to some early envy in data visualization, as Kottke and folks on the East coast imagined what a similar data vis of taxi flow for midtown New York would look like, and first obtained the GPS data from taxi trips to create an image of the “vital signs” of where cabbies picked up their fares in the first half of 2009.

The resulting temporal condensation of an animated sequence of cab traffic between January to March, once sped up to suggest something of a regular flow over time  is clearly made to appear synchronized with human cycle of breath, as if to suggest its record of the vitality of the city’s traffic, with fares increasing from 7 am to 8 am, expanding to their highest density in midtown every morning, pausing, and rising again, only to decline in their yellow-hued intensity by nighttime, and leave the city blanched in the early a.m. hours.  (The maps should be looked at by anyone interested in hailing a cab, and as a companion piece to the guide of NYC cab etiquette–asking cabbies “What route do you think fastest?” “instills trust in the driver”, rather than giving directions on where to go–although it is unable to be accessed in real time.)

 

Densest at midtown #4

 

This apparently anthropomorphic time-lapsed image created suggests the inexorable daily constriction and dilation of the city’s vascular system, in tempo with the gorging of taxi fares that slowly dissipate, as if in a forced analogy for urban vitality:  the density of fares in midtown suggest clots more than flow, but provided a neat heat-map of city traffic’s frenetic pace. The distinct flow of cab traffic responds to the dense layout of Manhattan, and the saturation of the midtown and lower Manhattan with cab rides that fan up and down its major avenues.  Unlike the smooth flows out of arterials and to the outer edges of San Francisco, the knotted nature of the New York City visualization suggested a rigorous diurnal rhythm of relatively small trips of privatized transport, densest at the city’s midtown hubs, and reaching over to its wealthier east-side avenues.  But while its anthropomorphic form may be stretched as a bridge fusing nature and culture, the map reveals in important ways the individual specificity of taxi patterns within an urban topography, and indeed the specific diurnal fluctuations that define the demand of taxis–fading as we approach uptown above the blip of the 79th street subway lines–and suggest distinct rhythms of distributions and concentrations of demand for cabs that appear across each urban space, focused in midtown below Central Park, along Broadway and Third Avenue, and specific spots in lower Manhattan.

 

Screen shot 2010-04-05 at 9.05.50 AM Screen shot 2010-04-05 at 9.05.50 AM Screen shot 2010-04-05 at 9.05.50 AM taxi-flow-nyc   taxi-flow-nyc

 

The specific density of midday midtown reveals a complicated geographical picture a city served by experienced drivers doubtless working in tandem with a sense of its rhythm, best able to gauge the shifting traffic contours of urban avenues.

 

Densest at Midtown #2

 

This image, if interesting, has been recently refined in a two-color data visualization that refine the image of how New Yorkers enter and exit from taxis to navigate New York’s urban space.

 

3.  Eric Fischer re-mapped a specific topography of ‘cabstopping’ by aggregating the range of cab hailings (blue) and destinations (orange) across the city in 2013.  And an even more massive amount of cab data was declassified after Chris Whong and Andrés Monroy used New York City’s Freedom of Information Law to obtain a copy of the taxi records from 2013 they soon published on the web.  The big data of some 187 million geo-located cab-rides inspired transportation visualization guru Fischer to map the aggregate of total rides taxi drivers gave passengers across Manhattan’s particularly packed automotive space, now on Map Box, in a striking visualization of the collective use of cabs across Manhattan.  The map’s strikingly clear block-by-block topography is of striking precision; it illuminates how densely cabs are concentrated in midtown Manhattan and how specifically the vast majority of pick-ups and drop-offs center in specified regions–and how omnipresent are cabs up to Columbia University and 96th on the East:  cab-density, unsurprisingly, is a measure of socio-economic wealth and property value.

 

Big Mapping NYC Taxi Trips from Open Data

 

The social topography of the city is balanced by the white skein of veins in midtown that define a special density of cab-use along major traffic arteries.  And it presents one way of mapping a changing configuration of center and periphery across the city. For Fischer, a fan of both crowd-sourced mapping and urban transport system, dissected the data in visually compelling ways by highlighting the starts of taxi rides in blue and the end-points of destinations in orange, a spectrum that allows us to map the topography of collective cab-use around Manhattan, Brooklyn and Queens. The demand for local usage of cabs isn’t divided into analytics, but provides an image of the density of cab-use in an actual topography before folks like Uber or Hailo threaten change its face–and seem to use their own GPS tracking to exploit by a smartphone app to connect passengers with vehicles of hire, provoking some concern about using GPS to charge fares, and adjusting fare rates in relation to the density of traffic flows:  indeed, the apparently clear preference of New Yorkers to use Uber in off-peak hours and geographically removed and less-served locations suggest that Uber might, in New York, be better conceived as complimentary to the apparently engrained services of other cabs.  Are such drivers even more dependent on GPS to discover the relations between fares’ destinations and the cityscape, as well as to find their next pickup?

 

Uber hand

 

The data that maps coordinates for the start and end of cab rides provided a way to “map” what places New Yorkers are most likely to hail a cab–perhaps the most difficult places to get a cab, but also no doubt those areas where cab-drivers aware of an increased demand–as local knowledge of cab-riding more informational of urban space than even the most comprehensive transit map–and perhaps augur the life-span of cabs in the age of Uber.  It also offers a readily accessible instance of open data which provides a nice counterpoint to the banality of the Google-Maps-based cityscapes that feature on demand cab-hailing apps:  or the difficulties for the sophisticated software that sets its rates in relation to the hours of increased intensity to offer what an actually accurate image of the urban space in which it promises travel.

 

Hailo:Uber

 

But let’s return to the subtlety Fischer’s coding of end points in orange and sites of hailing in blue allows.  The aggregation is so dense that it defines the entire street grid.  Most superficially, a scan of the data visualization he posted shows the hailing of cabs to be clustered on avenues where cabs congregate and course North or South–joins legibility with aesthetics, charting where New Yorkers access and stop cabs to tell us a lot about the navigation of the city’s grid in its crowd-sourcing of automotive itineraries.

For Fischer’s visualization deserves plaudits for elegantly synthesizing an exact visualization of the unique ways that folks use urban space:  of the over a million and a half taxi-rides that were taken in 2013, most concentrated in the cab-mecca of Manhattan, most seem to be taken along the North-South axes of the avenues, somewhat predictably, with a striking density of destinations on almost all of the major streets, often ending along North-South avenues.  Fischer’s map almost illuminates the grid of city streets in ways that tell us considerably amount the range of disposable income available to Manhattanites as well as to most visitors to New York.  The intense activity that the cab occupies as a sort of “second car” and mode of transit suggest a fully served community, if it sacrifices data on speed, acceleration, and delays that might be necessary to really envision drivers’ relative effectiveness.

 

187 mill Taxi Trips in NYC

 

4.  Access to this huge data offered a rich vein of data for Fischer, a data artist who often sources huge amounts of information off Twitter, to work characteristic visualization alchemy in a static spectrum to conveys the dynamics of how people move in patterns to organize urban space.  While the image is 2-D, the fading and clustering of its range of illumination invest the Manhattan grid with an illusion of three-dimensionality by using a simple set of primary hues.  Indeed, the phosphorescent blue taxi pick-ups create indelible records of where the cabs were “spotted” and used, although something of a patina in this digital visualization is created by shimmering “GPS-static” in the more densely built skyscrapers of the city, which are odd artifacts of the mechanics of data collection:  as Fischer notes, in certain spots, GPS signals have reflected off buildings’ windows, in ways that add an other (if not welcome) layer of legibility to the map of the city’s space.  (Far crisper contours of cabs’ signals arrive from streets that service the much lower-lying buildings of Brooklyn or other boroughs, even if cab-traffic there is far less intense.) We can read the data visualization to detect the conscious choices of cab drivers to negotiate the flows of urban traffic, even though the image is static, based on the similar clustering of overlays in data.    Although midtown is somewhat filtered beneath  a gauzy layer of interference or blur of GPS-signals’ distortion, as is much of lower Manhattan, reflecting the interference created by urban canyons of clustered skyscrapers that render GPS reception less precise–though we can see the white heat of cabs hailed or congregated at businesses and hotels that serve as sites of conferences and conventions, and detect a temptation to leave rides on East-West streets,as on Central Park South and 57th Street:

 

Blur of Midtown's White Heat

 

The data visualization charts the tacit mechanics of the topography of cab use, by using a orange-blue color differentiation to set of regions where destinations dominate cabs hailed or flagged and journeys begun, and where they leave passengers.  We can see a sharp preference to take cabs to destinations on East-West streets, negotiating a topography of traffic that taxi drivers’ familiarities with the different velocity in the white-lit larger avenues control.  In contrast, the specificity of red bulbings of destinations at various crosstown blocks where passengers stopped cabs suggests a specifically situated transportation midtown, even with clear evidence of the blurriness of GPS-interference.  (GPS fixes are also less easily held near LaGuardia airport, as bright red “worms” approach the access roads of terminals, as if to indicate “premature” arrival of a cab stopping before where they were surely headed; a pattern of blue blurs result that seem air-brushed, in comparison to the crisp lines in Cabspotting.)

 

GPS Fixes near LaGuardia Airport

 

If the Bay Bridge stood as a beacon of taxi density in the Stamen visualization of San Francisco, La Guardia seems a brightly burning beacon off Manhattan, and the Brooklyn Bridge provides a lighter but indelible tie recording of inter-borough taxi traffic.

The traffic patterns recorded in the visualization reveal a palimpsest that demand interpretation of denser lines of red (where cabs leave folks in the city) and a tool to investigate how city space is used and what neighborhoods visited per annum:

 

Strats Blue:Ends Orange-BrooklynBridge #2

 

Red lines are veins across New York City’s Central Park, where one can’t imagine the destinations are actually along the crosstown lanes of traffic that run on paved roads across the park, where tunnels that cabs run through seem to have interrupted the GPS signals as well at 86th street, 81st Street, and 66th:

 

Veins around park and Mysterious Red Dots

 

Brightly lit blue lines illuminate 5th Avenue, a street almost always crowded with cabs, and light up both lanes of Broadway, in ways that offer a beautiful visualization of the way we demand to be driven in Manhattan’s urban space and across its street plan that demand to be pored over with a magnifying glass in hand to best interpret its elegant aggregation.  The map can help us create a better navigable urban space–and perhaps respond to the needs for taking cabs in the city–by mapping needs of public transit, and the readiness of customers to use cabs to navigate urban space.  The street plan provides tons of neat points about the nature of collective behavior, as all aggregated data, nicely foregrounded in Fischer’s color scheme:  just as we detect bright blue sites of starting cab-rides near the Brooklyn Bridge, if considerably brighter in Manhattan, and notice bulb-like orange clumps of drop-offs in Dumbo–the downtown municipal buildings are the looming black blocks.

 

Strats Blue:Ends Orange-BrooklynBridge #2

 

The blue bulbs at street corners give a more likely (more convenient and better) place to start one’s cab-rides in Manhattan, as our GPS lines bulb out at centers of cab-hailing at intersection in the form of a Q-Tip, suggesting considerable refinement of the data, in spite of the occasional blurred reception of GPS signals:  some corners burn an incandescent blue.

 

Corners are often Bulbs

 

5.  The specific transportation needs that taxi cab services supply suggest a distinct manner for negotiating urban space at a pace that public transport can’t provide, and a particularly resilient form of a local economy.  How might this relate to the specifics of the survival of the cab as a viable vehicle and model of transportation (and the regulation under which cabs function)? In an era when GPS’ing pickup locations in the crowded downtown by Uber threatens the cab-drivers who have so long made their livelihood in the city’s streets.  It awaits to see how the density of cab traffic already available in the city will react to the influx of passengers with handhelds.

 

uber

 

Indeed, despite the universalizing nature of Uber’s intentions, the app they offer may best function  precisely in those cities and urban areas which fit the traffic patterns specific to San Francisco most closely.  San Francisco, the city where the app was first devised, offers a unique problem of navigation for taxis:  pedestrians and inhabitants both face a scarcity of free cabs and often face the need for long trips from downtown to, say, the Inner or Outer Richmond or Pacific Heights, call cabs over to the East Bay, and are often located at a distance from taxi stands, and where fares might have too much difficulty hailing a cab at later hours.  And where single women who want a secure ride door-to-door make up, it’s been suggested, a major portion of the fares.  (It might be argued, however, that the whole point of Uber was to harvest a huge amount of data that can be plotted by future mapmakers and indeed predict the relative likelihood of destinations across the city in a more sophisticated way than was ever possible.)

But even in San Francisco, it bears noting, the recent introduction of “Pick-Up Points,” or recommendations of specific pick-up locations in mid-2015 suggest a new way of mimicking mobile taxi-stands for their users–as if to acknowledge the difficulty inherent to promising mobility for an urban space that is often by definition clogged.  Although the potential to be anywhere–or assign a driver to appear anywhere–at first distinguished Uber’s provision of crowd-sourced drivers, eerily soon after the suggestion that the rideshare service provide precise locations of where a fare might be best able to draw drivers–and, if not hail a cab, meet one’s driver–the urban maze of U-turns, changing traffic flows, one-way streets and freeway onramps makes it not only more convenient but more enabling to imitate the interactive suggestions made by Lyft, for example, in inviting its users to indicate where they might best meet their ride:

yft

The innovation is not to become less interactive, but to offer a set of coordinates from, for example, a crowded field or region, where one’s ride might otherwise have difficulty locating you, even if that selection may sacrifice the illusion of being anywhere, anytime, and involve some extra footsteps of one’s own:

Suggested Pickup POint UBER

 

There is some data that demonstrates that the indication of such exact sites of pick-up may allow riders to appear at precise times without creating a situation where drivers would actually compete for fares, and to ensure the illusion of personalized service in a service that in aggregate reveals clear patterns of its own.

The harvesting of data that Uber allows, indeed, makes it a sort of Google for the taxied set, and creates something like a valued dataset that Uber has done its best to exploit.  As Bradley Voytek has noted in a neat on the Uber Blog, in a neat weighted diagraph visualizing the flow of rides from one of San Francisco’s neighborhoods to another, noting the aggregates of rides leaving a neighborhood by a circle of varying size and drawing weighted arcs in the color of the neighborhood of a destination, the flow of Uber rides predominantly originate from South of Market or downtown–the largest point of departure of Uber clients by far.  Almost all the rides originate from the downtown.  This clustering of rides around a single region of the city suggest a restricted range of sites of departure for on-demand rides, and a marked clustering among three neighborhoods from which users predominantly originate–although it should be noted that Voytek used dated data rather than the data Uber now possesses–and offers a larger visualization here.

Rides into neighborhoods Bradley Voytek

 

Might one decide to map the different topographies of traffic flow across different cities in the hopes of predicting how well Uber offers a fit for the navigation of a distinct urban space?  Even with the increased homogenization of cities, the underlying plans and patterns of local traffic provide some guide to its potential “fit” with local traffic and cab-use. It demands investigation how the market would adjust for Uber to be most complimentary to local needs.  The integration of GPS with a local taxi economy has been recently argued to create an artificial scarcity of taxis squelching competition, but to champion the free market approach runs the risk of setting off shocks in the local economy of providing short-term rides that has developed in the city’s somewhat fragile transportation economy.  For as well as reveal the pathways of negotiating urban canyons of New York, the visualization reveals a delicate local economy in which car-users navigate the available calculus of transportation–a city where few drive the cars they own every day, and despite a relative density of car-ownership in Manhattan and New York City as a whole.

Indeed, many don’t even rely upon cars–despite the incredible density of cars per square mile in the relatively affluent region, according to the data mapped in StreetsBlog LA.

 

Vehicles:Sq Mile NYC   Vehicles:Sq MileStreetsBlog LA

Viewed another way–vehicles/person–New York City seems relatively low-density, indeed, because of the sharp contrast to outlying “suburban” areas or peripheries:   few cars are used for commutes, and multiple car ownership is quite rare.  Reasons for owning vehicles shift in different social topographies.

 

Car Ownership in NYC and environs Vehicles:Person StreetsBlog LA

The stark contrast in the regional distribution of statistics of car ownership are striking on the micro-level of Manhattan are indeed evidence of a large commuting culture, where many cars belong to commuters who live in more car-friendly lands outside the five boroughs:

NY-Vehicles-Per-Person   Car Ownership in ManhattanStreetsBlog LA

 

Although the vast bulk of cab-rides in New York City are based in downtown traffic, where garages are costly and urban street space at a premium, the data visualization reminds us of the continued importance of cab services to negotiate local space.  The relatively subtle tool for moving in a narrow time-window that cabs provide offer an increasingly needed medium to move through and use space that seems unwise to disrupt not only as a way to move the city’s economy, but for the very reason that it is so deeply established of negotiating specific constants of its traffic patterns and laws.  Indeed, the poor ability of GPS or any GIS system to record the shifting pulse and intensities of traffic raises questions of the time which its drivers need to accommodate to actual traffic flows.

If Uber is able to navigate it, best of luck.  Maybe it already has:  but the uncertainty of how markets are currently treating this ride-sharing service suggests that it may have opened the way to far more competitors than it ever foresaw.

Leave a comment

Filed under cabspotting, data visualizations, GPS, GPS devices, mapping city cabs, maps and surveillance, on-demand taxi service, Uber, unwanted surveillance