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EDITORIAL: Dîner en Blanc – A Social Experiment

The Question: Would a couple pay $70 to attend an event where they do all of the work? The answer was yes for the 1,750 attendees of Cincinnati’s Dîner en Blanc, hosted two weekends ago in Washington Park.

Originating in 1988 in Paris, France, organizer François Pasquier invited friends to a dinner party. According to the Dîner en Blanc website, “So many wished to attend that he asked them to convene at Bois de Boulogne dressed in white, so as to be recognizable to one another.”

The dinner was a hit and more friends wanted to attend the following year, which created the concept of Dîner en Blanc. In 2009, Pasquier’s son, Aymeric, brought the tradition to North America with his partner, Sandy Safi.

Cincinnati Diner en Blanc
Nearly 2,000 people gathered in Washington Park two weekends ago, wearing all white, and paid $70 for the right to join in on a dinner where they prepared their own food and brought their own tableware. Photograph by 5chw4r7z.

Somewhere in those 20 years, Pasquier’s idea turned into a lofty for-profit venture. In addition to paying a $35 per person, guests of Dîner en Blanc are required to bring their own three course meal, plates, stemware, table settings, table linens, chairs, and a square table of specific dimensions, all of course, in the color white.

Attendees at Cincinnati’s second such event packed these items into their car, drove to a group meeting place, such as Kenwood Towne Center, and then loaded everything onto a bus that delivered them to a secret location. This year it was Washington Park where the haul was unloaded and set up by the guests themselves in 90 degree weather, all while dressed in their finest white attire.

First time guest, Bob Schwartz, offered this commentary, “The event is basically every party you’ve ever been to, except you’re dressed up and it’s a total pain getting there and leaving.”

Dîner en Blanc group leaders explain the high ticket price covers bus transportation to the location, permits, and other costs associated with the experience.

Park rental fees for a private event in the bandstand area are $2,500, with no need for a liquor permit as one is held by park management.To shuttle half of the 1,750 attendees, 18 charter buses were needed at$650 each. While still an expensive party to host, organizers spent roughly $25,000 on entertainment and fixed costs while earning $61,250 from admission sales.

Where does the remaining money go? Not to a charity. The  Dîner en Blanc FAQ states:

Is the Diner en Blanc associated wit a humanitarian or social cause?
What makes the Diner en Blanc so popular is that it’s a “distinct” evening. There are no sponsors, no political or ideological agendas. Le Diner en Blanc is simply a friendly gathering whose sole purpose is to experience a magical evening, in good company, in an environment which is both unusual and extraordinary.

True, it was an unusual gathering. Several Cincinnatians found the “distinct” evening to lack the one thing its description touts: class.

For two years, Dîner en Blanc has been hosted in areas struggling with issues of gentrification. Last year’s rendezvous took place in Lytle Park across from Anna Louise Inn, an affordable housing complex for women, which lost a long conflict with developers who want to convert the building into a hotel.

While the new Washington Park has been embraced by the community, critics remind that low-income, minority residents continue to feel isolated from the growth in Over-the-Rhine. Susan Jackson was concerned that the location created an inappropriate perception.

“I’m not sure white people should wear all white and gather in secret,” she commented after observing a predominantly Caucasian turnout at the event. Local blogger Carla Streeter agrees. She expressed her distaste for Dîner en Blanc by donating the price of admission to the Drop Inn Center, an organization that provides services to the homeless population.

Cincinnati is not the only city raising issue with Dîner en Blanc. Best of New Orleans ranted about the overpriced concept, while attendees in San Francisco complained of their rainy, frigid experience held in a dog park. None of this compares to the outrage in Singapore, where event organizers banned guests from bringing local delicacies, stating that these foods “were not in line with the image of Dîner en Blanc.”

Despite the negative imagery, costly tickets, and necessary labor, the mystery continues as to why excitement builds for Dîner en Blanc. Consider the appeal targeting a specific audience: suburbanites who lack spontaneous social exchanges due to the sprawl of their auto-dependent neighborhood. City dwellers are more likely to have daily personable interactions and access to unique entertainment based on their walkable environment. Taking part in a communal feast with friends sitting next to strangers in a public Downtown setting is a lure for those seeking an experience exclusive to city living.

The question remains: has society reached a point of urban dystopia where people find it acceptable to pay organizers for a face-to-face interaction? For now, word-of-mouth continues to reveal the dark side of Dîner en Blanc.

“If I want to have a picnic, I can do that any time, any day. My friends and I can dress up in all white and wave a napkin to our hearts’ content on our own,” described guest Naoko M. “You’re paying to feel like you’re in some exclusive group, a group of a few hundred people.”

Editor’s Note: This article was updated to reflect the correct price of the event.

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Up To Speed

Work begins on $15 billion Manhattan infill project

Work begins on $15 billion Manhattan infill project.

Earlier this week, New York City officials celebrated the groundbreaking of Hudson Yards, a new $15 billion office and residential district to be built above the Long Island Railroad’s yard on Manhattan’s west side. The development’s 16 towers will create nearly as much new office and residential space as currently exists in downtown Cincinnati. An extension of the #7 subway serving the development will be completed in 2014 and new buildings should be ready for occupancy in 2015. More from the New York Daily News:

The groundbreaking ends years of deal-making between developers and the Metropolitan Transportation Authority, which owns the rail yard and will lease the development rights for 99 years for more than $1 billion…The 26-acre site, to be built on platforms over the rail facility, will be the largest private real estate development in the history of New York.

For New Yorkers trying to wiggle out of a recession, Hudson Yards could mean thousands of jobs and hundreds of units of affordable housing…Urban experts see Hudson Yards as a means for New York to stay competitive with Shanghai, London and Paris as a key 21st century city.

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Up To Speed

Would an aerial tram make sense for Mt. Adams?

Would an aerial tram make sense for Mt. Adams?.

The number of cities using aerial trams (cable cars) as a means of urban transport is growing. In Cincinnati, the idea of implementing an aerial tram between Over-the-Rhine and Mt. Adams has long been considered. Often times the trams take passengers from low-lying areas to the tops of hillsides, but they are also being used to traverse rivers and more. More from The Guardian:

Cable transport is cost-effective, environmentally friendly, safe and requires little infrastructure. It is particularly suitable for crossing natural obstacles such as rivers or scaling hills, there being no need for expensive engineering work. Over an equivalent distance a cable link costs half as much as a tram line, and though no rival for underground railways in terms of capacity, some models can carry up to 8,000 passengers an hour.

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Up To Speed

What does the decline of the nuclear family mean for America’s cities?

What does the decline of the nuclear family mean for America’s cities?.

What has long been considered to be the traditional family household in America is changing. People are living longer, young individuals are putting off marriage, women are increasingly becoming dominant in the workforce, and same-sex couples are taking a more prominent role in our society. These changes mean a variety of things socially, but it also means that our types of housing are and need to continue to change. More from Urbanophile:

As affluent people who choose to remain childless remain in more urban areas, and those who choose to have kids live in suburban ones, we’ll have legitimate matters of interest driving them apart politically. In a piece called “Geographies in Conflict” I noted how different economic geographies in the same physical space is an inherent conflict. Red states and blue states don’t just have different political points of views. They increasingly do different things. If you are Texas and are in the business of energy, chemicals, logistics, and manufacturing, the things that you need to be successful are very different from a Silicon Valley or Manhattan, which specialize in ultra-high end, high value service industries. The conflicts are as much a product of legitimate self-interest as political philosophy.

I think we’ll see similar conflicts between the needs, wants, and desires of the childless urban population and those of the suburban families with kids. It’s kind of nice to do your shopping daily on foot or by bicycle at the local market and such when you don’t have three kids to buy for and haul around with you. Bloomberg’s proposed micro-apartments in New York are an example of a market designed to cater to singles, not families. It’s not a matter of one being good and another bad. It’s merely that singles (or childless married couples) and people with children have very different priorities and concerns in life.

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News Transportation

Can Cincinnati learn from Paris’ famed Velib’ bike sharing program?

When I stepped out of the Edgar Quinet Metro station and onto the street for the first time something immediatley caught my eye in this neighborhood of Paris, France. Within just a few minutes I noticed something that I did not expect. Not only were there a ton of people riding bicycles around the neighborhood, but most of them seemed to be riding the same model bike. It was slightly different than a normal bike, and stood out in a way that made them all noticeable and different than a more normal bike on the street. I thought to myself, what is it with these Parisians and their funky bikes?

It didn’t take much time walking the streets to continually notice these bikes just about everywhere and once I came across a whole bunch of these bikes parked at a station it started to make sense. Then there was another station; and another station. No wonder these bikes were everywhere, they were available everywhere.

What I had stumbled upon was the Velib’ bicycle program which was started four years ago in 2007 and was championed by Paris Mayor Bertrand Delanoe. It is a bicycle sharing program that is available throughout the city of Paris and is designed to be a short term rental where riders can pick up a bike at one station and drop the bike at any of the other 1,800 stations (averaging one every 330 yards) throughout the city.

All it takes to get started is scanning a credit card at one of the stations and off you go through Paris on two wheels. A subscription is necessary which can be purchased in daily, weekly, or annual incraments and range from $2.50 for a day to $41.50 for an annual pass. The first thirty minutes of each ride is free, which of course encourages Parisians to use the bikes on short commutes, and after thirty minutes the rider must pay service fees.

The program was reportedly a wild success when it was rolled out four years ago, but it is not without its problems. There have long been reports that the program which was funded and is run by ad agency JCDecaux is too costly considering the maintenance, theft, and vandalism to the bicycles. Through the contract the advertising agency has exclusive rights to the over 1600 outdoor billboards throughout Paris, but all of the money from the fees for the program itself go back to the city of Paris.


Users of Paris Velib’ – Photographs by Dave Rolfes.

Clearly, Cincinnati is not Paris from its sheer size and even bicycle friendliness at this point, but seeing this program made me wonder what our city could learn from it. Sure we cannot support 1,800 stations and of course we do not need 20,000 bikes on the street, but is there a scalable way to do this type of program in our region?

I would propose that there is. With a focus on the urban core, stations could be set up both north and south of the river from historic Over-the-Rhine in the north, to Bellevue, Newport, and Covington in the south. Our urban core is relatively flat and allows for easy riding from one place to another.

There could be stations set up in other neighborhoods as well throughout the city, Uptown and Northside come to mind as obvious choices, and even some of the other city neighborhoods could support a program like this. It would definitely help to change the culture in Cincinnati, as it has Paris, by putting more bikes on the road and helping our citizens become healthier. Additionally, as there are few other programs like this in the United States, it would continue to further position Cincinnati as a city that can be environmentally friendly and progressive in its thinking.