Radburn - Part 3 Analysis

In 1974, Radburn was declared a state and national historic site. Radburn was never completed as planned. Originally, Radburn was planned as a Garden City, but because of the ravages of the Depression, it lacked the greenbelt, industry, and diversity the planners sought. Ultimately, Radburn’s execution was far different from its conception. Of the 1300 acres originally purchased, only 150 acres were built upon. It was not built as a Garden City; it was not a complete balanced new town. 

Despite proximity to the Erie Railroad, and the promise of the George Washington Bridge Radburn was not able to attract industry. Because there was no social economic component to the town, Radburn became a dependent commuter suburb of New York City. Radburn became one of many satellite commuter towns dependent on metropolitan New York City. 

The greenbelt was originally planned along the Saddle River, but due to the depression, the land was sold. Without a greenbelt, Radburn became vulnerable to encroaching suburban sprawl. With industry and greenbelt eliminated, Radburn had to accept its role as suburb. Despite its failure to meet its conception, Radburn demonstrates a new form of city and community that fits the needs of present day urban living in America. In Radburn, living space and open space are interlocked. Open space is flexible for many or a few. The superblock road system incorporating cul-de-sacs reduces intersections and pedestrian and vehicular overlap. With service and automobile oriented to the street, and living towards the garden, home and community life become reposeful. 

In 1935, 85% of the residents moved to Radburn for the amenities. Although the greenbelt never materialized, Radburn shows the potential of designing and securing interior parklands without additional cost. The Radburn plan is efficient in that it requires less area of street to secure the same amount of frontage. With no through traffic and lighter construction of infrastructure for sewers, waterlines and utilities were reduced by 25%. Since less money was spent on providing infrastructure, open space was financed with the savings in utilities and streets. 

The main criticsim of Radburn has been that is has attracted a homogenous group young people of medium income from New York City. Indeed, among the original residents, 70% of Radburn men worked in New York City. They were mostly married white-collar salesmen, engineers, teachers who comuted to New York City. In a 1933 poll, 87% of the residents had some college experience. The community was not diverse. In order to afford a house in Radburn, one had to have an income of $5000, which excluded 90% of the urban market. In the 1960’s Harvard architect, Alden Christie, a resident of Radburn for 18 years, criticized Radburn on the following grounds “Elaborate communal programs do not compensate for spontaneous interplay of people from diverse backgrounds and abilities.” [5] Although Christie criticized the homogeneity of Radburn, the homogeneity was embraced by the residents and helped in defining common types of activities. 97% of the residents engaged in community activty between 1929-35. Half the community actively participated in the PTA, Citizen’s Association, and Radburn Citizens’ Association. 

Although Radburn’s demographics are similar to the rest of Bergen County its community social life is very different. Many sociological statistics about Radburn were gathered by the Institute for Social Research of the University of Michigan in 1970. To list a few statistics about life in Radburn: 47% of residents walked to the grocer, 25% biked regularly , 87% rated Radburn as an excellent place to live, 50%walked to friends’ houses, and 20% used the open space walking paths frequently. 

While the Depression ended private attempts at Garden Cities, many of those involved in Radburn’s planning went on to government service in the Roosevelt administration. The government, lacking RPA’s social purpose and vision, promoted expansive unplanned development. The mortgages guaranteed by Federal Housing Act and Veteran’s Act offered risk free investment opportunities to developers, and fueled suburban expansion. The lessons of Radburn were soon overshadowed by traditional planning methods, and the RPA succumbed to prevailing economic and political policies. 

Bibliography
5. Fry, Louis. Harvard University. Graduate School of Design. Intercity; comparative analysis of intercity developments. [Cambrdige, Mass.], The School 1962, Chap. 3, 4, 8, 27; with plans.