Tuesday, September 23rd, 2014
[ Here's another piece of analytical insight from Pete Saunders, who originally posted it over at his site Corner Side Yard - Aaron. ]
There are some things I posted in the early days of this blog that probably enjoyed very little attention and received little followup on my part. This piece on midsize Midwestern cities definitely fits that bill. Since I started this blog nearly two years ago, the attention given to the Rust Belt seems to have grown exponentially — Detroit’s bankruptcy, Chicago’s crime, and Pittsburgh’s revitalization have occupied center stage at various times. Unconventional ideas are emerging on how to turn around major Rust Belt cities, but smaller ones seem to escape inclusion. So rather than repost my original post without further comment, I’ve decided to revisit and do some followup commentary.
First, the research. Looking at 2010 U.S. Census data, I found there are 74 cities in the Midwest as I’ve described it with a population between 50,000 and 300,000. I eliminated primary cities that fit the population threshold but were part of metro areas that had more than one million people (i.e., St. Paul, MN; Cincinnati, OH; Buffalo, NY), leaving me with 71 midsize Midwest cities. The largest is Toledo, OH (287,208 residents) and the smallest is Elkhart, IN (50,949). In between are cities that have become the icons of American Heartland – see the table below.
|Midsize Midwest Cities||2010 City Population||2010 Metro Area Population|
|Ft. Wayne, IN||253,691||416,257|
|Des Moines, IA||203,433||569,633|
|Grand Rapids, MI||188,040||774,160|
|Sioux Falls, SD||153,888||228,261|
|Kansas City, KS||145,786||2,035,334|
|Cedar Rapids, IA||126,326||257,940|
|Ann Arbor, MI||113,934||344,791|
|Green Bay, WI||104,057||306,241|
|South Bend, IN||101,168||319,224|
|Sioux City, IA||82,684||143,577|
|St. Joseph, MO||76,780||127,379|
|Iowa City, IA||67,862||152,586|
|Eau Claire, WI||65,883||161,151|
|St. Cloud, MN||65,842||189,093|
|Council Bluffs, IA||62,230||865,350|
|Terre Haute, IN||60,785||172,425|
|Grand Forks, ND||52,838||98,461|
|Battle Creek, MI||52,347||136,146|
I listed them all in a spreadsheet that included their 2010 city population and their 2010 metro area population, and started to make some early observations. For example, metro area population is likely a better indicator of the relative “imprint” of a city, rather than primary city population. Saginaw, MI, with a population of 51,000 but a metro area of 200,000, seems bigger than Muncie, IN, with a city population of 70,000 but a metro area population of just 118,000. And of course, cities that were relatively close to large metro areas (having a population greater than one million) seem to share more characteristics with their bigger neighbors than their smaller ones, economically and socially.
That led me to ask a few questions that could shed some light on other city characteristics:
- Is the city a county seat or a county’s largest city, yet not the primary city of a metro area?
- Is the city a part of or adjacent to a large metro area (with a population of more than one million)?
- Is the city less than 60 miles from a large metro area?
- Is the city a state capital?
- Is the city a college town?
And that exercise led to some interesting conclusions. Using those questions I was able to identify seven different categories of midsize Midwest cities, and the categories provide a glimpse into each city’s economic history and strengths:
- Captured Satellite City: A once independent midsize city that has been pulled into the “orbit” of a larger metro area. There are eleven in this category.
- Emerging Satellite City: An independent midsize city that is in the process of or on the verge of being pulled into the orbit of a larger metro area. There are six in this group.
- State Capital and College Town: A city fortunate enough to be a government center and the home of a major university. There are just three in this category.
- Emerging Satellite City and College Town: A combination of points 2 and 3, they retain some measure of independence from larger metros, and benefit from having large schools. There are only two in this group.
- State Capital: Self-explanatory. There are four here.
- College Town: I’m defining a college town as one with a school with an enrollment greater than about 15,000 students, making the school large enough to have a significant impact on the local economy (in case you’re wondering why Notre Dame and South Bend, for example, aren’t included). There are ten in this group.
- Independent Midsize City: Ah yes, the largest group, with 35 in this category. Too far from major metros to bask in their glory, and no state capital or university to build from.
Here’s how the cities stack up in a table:
|Midsize Midwest City Categories||Cities By Category|
|Captured Satellite City||Aurora, IL; Joliet, IL; Kansas City, KS; Independence, MO; Elgin, IL; Kenosha, WI; Waukegan, IL; Gary, IN; Lorain, OH; Hamilton, OH; Pontiac, MI|
|Emerging Satellite City||Akron, OH; Dayton, OH; Flint, MI; Racine, WI; Springfield, OH; Anderson, IN|
|State Capital AND College Town||Lincoln, NE, Madison, WI; Lansing, MI|
|Emerging Satellite City AND College Town||Ann Arbor, MI; Bloomington, IN|
|State Capital||Des Moines, IA; Topeka, KS; Springfield, IL; Bismarck, ND|
|College Town||Lawrence, KS; Champaign, IL; Bloomington, IL; Kalamazoo, MI; Muncie, IN; Iowa City, IA; Lafayette, IN; Ames, IA, Normal, IL; Manhattan, KS|
|Independent Midsize City||Toledo, OH; Ft. Wayne, IN; Grand Rapids, MI; Sioux Falls, SD; Rockford, IL; Cedar Rapids, IA; Evansville, IN; Peoria, IL; Rochester, MN; Fargo, ND; Green Bay, WI; Erie, PA; South Bend, IN; Davenport, IA; Duluth, MN; Sioux City, IA; Appleton, WI; St. Joseph, MO; Decatur, IL; Canton, OH; Waterloo, IA; Youngstown, OH; Oshkosh, WI; Eau Claire, WI; St. Cloud, MN; Janesville, WI; Council Bluffs, IA; Terre Haute, IN; Dubuque, IA; Owensboro, KY; Grand Forks, ND; La Crosse, WI; Battle Creek, MI; Saginaw, MI; Elkhart, IN|
So what do the categories suggest about each midsize city’s present and future economic prospects?
Captured Satellite City: These cities have economic fortunes that are closely tied to the economic fortunes of the much larger metro area surrounding it. Some cities seem to recognize this and have planned accordingly; others still have memories of their earlier independence and have struggled in the face of industrial restructuring. Perhaps their future is better served by becoming low-cost urban options in otherwise suburban areas.
Emerging Satellite City: These are cities that sit on the periphery of major metro areas, and have yet to fully benefit from being “pulled” into the larger orbit. They, too, have memories of earlier independence, and may struggle with adjusting to a more dependent future.
State Capital and College Town: With only three in this category, Madison leads the way in terms of economic strength, with Lincoln not far behind. Lansing, despite having the capital and college attributes, has historically relied on its industrial legacy as well, possibly diluting the government and education benefits. If it can tap those strengths maybe it can duplicate the others’ success.
Emerging Satellite City and College Town: Ann Arbor and Bloomington are truly unique in that they are the flagship universities in their respective states and are in close proximity to each state’s largest city. Ann Arbor seems to figure more prominently in metro Detroit’s future; Bloomington remains relatively disconnected from metro Indy. My guess is that when these cities are fully brought into the larger metro’s orbit, they — and the entire metro — will greatly benefit.
State Capital: As long as the four cities here remain state capitals, they have a reason d’etre and economic catalyst that will support them. They will continue to have strengths that will elude other similarly-sized cities.
College Town: In many respects the college towns are similar to the state capitals, with an existing reason d’etre and economic catalyst. The difficulty, perhaps, lies in strengthening and reinforcing the college’s links to the rest of the city and metro.
Independent Midsize City: Here, I believe, are the midsize Midwest cities whose future is most tenuous. When people wonder about the future of smaller post-industrial cities, these are generally the ones we think of. What can Youngstown, OH do to forestall its decline? What strengths does Decatur, IL have that can serve as a foundation for revitalization? What lies ahead for Terre Haute, IN? Wtih respect to the other midsize Midwest cities, which have more clear futures (whether or not they choose to accept them), I’ll start exploring what might happen with the independent, midsize, post-industrial Midwest city.
This post originally appeared in Corner Side Yard on November 9, 2013.
Tuesday, August 19th, 2014
[ Pete Saunders has been on fire lately. His latest is a framework for examining gentrification. A couple of informative comments on the original post on Pete's blog are worth clicking over to read - Aaron. ]
Cities by gentrification type. Special thanks to Adam Carstens for producing this map.
Patterns of gentrification vary by city, and the spread of gentrified areas is partly determined by the city’s predominant development form and the historic levels of African-American populations within them. Gentrification is a nuanced phenomenon along these characteristics, but most people engaged in any gentrification fail to acknowledge the nuances.
Spurred on by the recent debate on the impact of limited housing supply on home prices and rents, thereby “capping” gentrification, (taken on fantastically by geographer Jim Russell in posts like this), I decided to do a quick analysis of large cities and see how things added up. The analysis was premised on a couple observations of gentrification, one often spoken and one not. One, gentrification seems to be occurring most and most quickly in cities that have an older development form, offering the walkable orientation that is growing in favor. Two, gentrification seems to be occurring most and most quickly in areas that have lower levels of historic black populations. This less noted observation was the thrust of a study by Harvard sociology professor Robert Sampson and doctoral student Jackelyn Hwang, recently described here. Here’s what they said, after conducting an exhaustive study of gentrification patterns in Chicago:
After controlling for a host of other factors, they found that neighborhoods an earlier study had identified as showing early signs of gentrification continued the process only if they were at least 35 percent white. In neighborhoods that were 40 percent or more black, the process slowed or stopped altogether.
That prompted my quick study. I wanted to categorize cities by old and new development forms, and low and high historic levels of black population. To do that I came up with an arbitrary proxy for the age of development form. Using decennial Census data, if a city reached 50 percent of its peak population by 1940, it was deemed to have an old development form; if a city reached 50 percent of its peak population in 1950 or later, it was deemed to have a new development form. Here’s a quick example of how this works. Baltimore, currently with a population of a little over 600,000, reached its peak of 949,000 in 1950. Baltimore reached half its peak, or about 475,000, by 1890, a time at which it could be said that Baltimore’s form as a city had been firmly established. Similarly, Austin reached its peak of 790,000 in 2010. The fast-growing Texas city was half that size in only 1990, a year in which it could be said that its development form was established and the city began to see itself as a major city. Imprecise, yes, but a decent proxy for examining old and new city development forms.
The second piece of analysis was gathering Census data on central city black populations in 1970. This decade was chosen largely because it represents the end of the Great Migration, when millions of African-Americans left the rural South for cities across the nation. By that time the cities which are generally recognized as having large black populations had already been identified, and it’s possible to explore the impact of the migration on them. I arbitrarily said cities with black populations lower than 25 percent of the total in 1970 had a low black population, and those above 25 percent had a high black population.
Using those two factors, I put together this table of the 64 primary cities over 250,000 in the U.S.:
There are more than a few cities that are exceptions, largely because recent consolidations or large-scale annexations have boosted them into more unfamiliar boxes. But some patterns are evident, and if you think of these in terms of gentrification, you might be able to make the following general assumptions:
Old Form + Low Black Population = Expansive Gentrification (OFLB)
Old Form + High Black Population = Concentrated Gentrification (OFHB)
New Form + Low Black Population = Limited Gentrification (NFLB)
New Form + High Black Population = Nascent Gentrification (NFHB)
Identifying the examples might be the best way to explain what I mean. New York, San Francisco and Boston are the prototypical OFLB cities, and gentrification has made its widest impact in these three cities. Chicago, Washington and Atlanta are the classic OFHB cities, where gentrification is concentrated in certain areas of the city (or region), and eludes the heavily African-American parts of the city. Phoenix, San Diego and Las Vegas might be the prototypical NFLB cities, all of which came of age with the car as the dominant mode of transport and with few African-Americans. NFLB cities may also be the leaders and innovators in seeking ways to catalyze their inner cities, with greater tangible investments in public transit and mixed use development. The relatively few NFHB cities are a distinctly Southern phenomenon, and by all appearances gentrification activity lags behind other cities, with sprawl still the dominant development engine.
Why would any of this matter? Nationally, the gentrification debate is defined by the experiences of the OFLB types like New York, San Francisco and Boston. There, the issues are rapidly growing unaffordability, concerns with displacement and growing inequality. But the gentrification debate is quite different in OFHB cities like Philadelphia and Atlanta, where seeking ways to more equitably spread the positive benefits of revitalization might lead such discussions.
In other words, it’s not exactly correct to look at what’s happening in Los Angeles or San Diego, or Baltimore or St. Louis, in the New York-San Francisco-Boston context. Different forces and different experiences are creating different outcomes in each city, and if we want to understand how to look at gentrification’s impact, we need to understand its foundations.
This post originally appeared in Corner Side Yard on August 15, 2014.
Tuesday, July 15th, 2014
[ I've posted a number of pieces by Pete Saunders here in the past. He's not just a great analyst generally, he's particularly great on Detroit. His post laying out nine reasons why Detroit failed has more page views than any other article in Urbanophile history. (The top four posts are all about Detroit, showing the powerful hold that city has on the public consciousness). In his blog, Corner Side Yard, he's bee revisiting that post to go in depth on each of his nine points. Today I'm pleased to be able to repost his analysis of Detroit's housing stock, along with that of many other Midwest cities - Aaron. ]
A scene from the Grixdale neighborhood on Detroit’s northeast side. Source: Google Earth.
Last week, as part of my series on planning reasons behind Detroit’s decline, part 2 of the nine-part series was about the city’s poor housing stock. I started to play with some numbers to see if there was any validity to my opinions about the city’s housing, and I found some very intriguing things. Detroit’s housing stock is definitely unique among its Midwestern and Rust Belt peer cities, and perhaps among cities nationwide. Let’s examine.
Grouping the cities by population figures from the 2013 U.S. Census population estimates, and housing data from the 2008-2012 American Community Survey, I looked at housing age and single family detached housing data for 15 Midwest/Rust Belt cities with populations above 250,000. One city I typically include in an analysis like this, Louisville, was not included due to a lack of ACS data. Data for the Twin Cities of Minneapolis and St. Paul were aggregated into one (sorry, Minneapolis and St. Paul) because they jointly function as the core city for their region. Here’s the big table with all the data:
That’s a lot to digest, so I’ll take the data piece by piece. First, let’s look at the cities ranked by their percentage of housing units built in 1969 or earlier:
You’ll see here that, perhaps following the general national perception of Detroit housing, the Motor City has an older housing stock. Only Buffalo has a higher percentage of older housing. Generally speaking, the cities at the top half of this list have older housing because they lack redevelopment activity that replaces older housing, while cities at the bottom half consists of cities with decent levels of redevelopment activity, or more recently built housing that’s been annexed into the city in recent decades. Here, Detroit does seem to fit the pattern.
But does it really? If you look at the Census’ earliest category for age of structure, 1939 or earlier, Detroit drops considerably on the list:
Instead of ranking second as in the earlier table, Detroit falls to tenth. The rest generally hold the same spots they occupied from the previous table as well. The only ones ranking lower than Detroit here are smaller cities (Omaha, Ft. Wayne) and the cities that annexed large amounts of land post 1970 (Kansas City, Indianapolis, Columbus).
Next, let’s look at how the cities rank in terms of their concentrations of single family detached homes:
Detroit shows up here with the second highest percentage of single family detached homes, comprising nearly two-thirds of the city’s housing stock. Once again, the only comparable cities are the smaller cities and the big annexers.
Clearly, most observers believe Detroit has more in common with Buffalo, Cleveland and Pittsburgh than with Ft. Wayne, Kansas City and Indianapolis. What happened to Detroit’s housing stock that gave it such an odd profile?
To understand, let’s pull out a specific category on the age of structure table, the 1950-1959 category:
Here, we find that Detroit has, by far, the highest concentration of housing units built between 1950-59 of all its peer cities. Nearly one in four homes in Detroit were built during this period. In fact, Detroit, along with Milwaukee and Toledo, occupies a strange space among Midwestern/Rust Belt cities. (Side note: the more I study Detroit against other Midwestern cities, the more I find that Detroit and Milwaukee are virtually the same city. And it doesn’t surprise me that Toledo, just 75 miles from Detroit, would share its characteristics as well). Detroit, Milwaukee and Toledo all added their greatest numbers of housing at the outset of the modern suburban development period, what I’ve called the Levittown Period in my so-called Big Theory of American Urban Development. This supports my thinking that if anyone was ever interested in establishing a Levittown-style national historic district, Detroit would be a good candidate. The Motor City has perhaps more small Cape Cod-style, three-bedroom, one-bath single family homes than any city in the nation.
How did Detroit get this way? Housing demolition likely had some role in a city that lost so much. Detroit likely lost older single family homes and multifamily buildings over the last few decades, leading to skewed numbers. The same is also true of Indianapolis, Kansas City and Columbus, cities that annexed large undeveloped areas after 1970 and built new housing there. Keep in mind, though, that Milwaukee and Toledo, Detroit’s comparables, may not have had the same level of demolition loss that Detroit had, yet they still match the Motor City well.
That leads me to believe that a concentration of housing development at a unique time is a crucial piece in understanding Detroit’s housing stock.
Here’s another way of looking at this. I grouped the cities by age and single family home concentration and came up with interesting groupings:
Here it becomes clearer that Detroit and Toledo stand alone as locations for old or moderately old structures that are largely single family. Also, Milwaukee’s greater mix of single family and multifamily units begins to set it apart from Detroit and Toledo, even when it has a similar concentration of Levittown-style housing.
Finally, let’s consider housing adaptability as part of the housing stock analysis. Chicago, the region’s largest city and lone “global city” member of the group, comfortably rests in the middle of all tables except for the single family detached table, where it shows the lowest concentration of single family homes. My guess is that Chicago’s continued desirability means more newer housing has been built, and that its lower single family housing numbers mean that other housing types (lofts, condos and the ubiquitous 2-flat and 3-flat) created a more flexible and adaptable housing development landscape.
Assuming that younger structures are more often suitable to renovation for adaptability, moderately old structures require more intense rehabs, and older types are more often subject to demolition and rebuilding, I reorganized the previous table in terms of housing adaptability:
And if I put in the cities next to this adaptability scale, it’s easy to see the magnitude of Detroit’s housing challenges:
Detroit is such a unique city in so many ways. The Motor City needs more research and analysis that highlights its uniqueness and adds to our understanding of the what led to its downfall, and less of our ire and contempt.
The more I study Detroit, the more I see the seeds of a similar downfall in other cities nationwide.
This post originally appeared in Corner Side Yard on July 6, 2014.
Tuesday, May 13th, 2014
Google Earth pic of the boundary between Detroit and suburban Grosse Pointe Park, MI. Alter Road (cutting from upper left to lower right) is the boundary between the two. Take note of the differences in vacant land between Detroit (on the left) and Grosse Pointe Park (on the right).
Too many people think today’s “de facto” segregation in metro areas is the result of personal preferences expressed by individuals, when the fact is that public policy has created the conditions we live with today. In fact, I see the demise of Jim Crow through the Civil Rights Act and the Voting Rights Act corresponding with the immediate rise of an insidious, “non-racist” racism that shapes our metros today. Our metro areas have never dealt with this.
In the aftermath of the Donald Sterling controversy (which, if you aren’t aware of, you truly are under a rock), the Atlantic’s Ta-Nehisi Coates posted an on-spot critique of how racism is viewed and how racism is really working in today’s society. It is a truly beautiful piece on the perception of racism versus its realities — the perception being that racism is the purview of dunces like Sterling (and Cliven Bundy before him) who get caught making inelegant statements that shed light on their true feelings, and a reality that is far more insidious and receives far less attention. Coates describes how “elegant racism”, that insidious force, shapes where we live, what jobs are available to us, how we’re educated, and who is incarcerated and who isn’t:
“Elegant racism is invisible, supple, and enduring. It disguises itself in the national vocabulary, avoids epithets and didacticism. Grace is the singular marker of elegant racism. One should never underestimate the touch needed to, say, injure the voting rights of black people without ever saying their names. Elegant racism lives at the border of white shame. Elegant racism was the poll tax. Elegant racism is voter-ID laws.”
And to better describe how “elegant racism” works, he cites Chicago as its key implementer:
“Throughout the 20th century—and perhaps even in the 21st—there was no more practiced advocate of housing segregation than the city of Chicago. Its mayors and aldermen razed neighborhoods and segregated public housing. Its businessmen lobbied for racial zoning. Its realtors block-busted whole neighborhoods, flipping them from black to white and then pocketing the profit. Its white citizens embraced racial covenants—in the ’50s, no city had more covenants in place than Chicago.
If you sought to advantage one group of Americans and disadvantage another, you could scarcely choose a more graceful method than housing discrimination. Housing determines access to transportation, green spaces, decent schools, decent food, decent jobs, and decent services. Housing affects your chances of being robbed and shot as well as your chances of being stopped and frisked. And housing discrimination is as quiet as it is deadly. It can be pursued through violence and terrorism, but it doesn’t need it. Housing discrimination is hard to detect, hard to prove, and hard to prosecute. Even today most people believe that Chicago is the work of organic sorting, as opposed segregationist social engineering. Housing segregation is the weapon that mortally injures, but does not bruise.”
(Let’s parenthetically stop here for a second; the symbolism in that last sentence is incredible. The implication is that victims of elegant racism “die” from internal injuries, which are often believed to be sustained from a lifetime of poor personal choices. But elegant racism made those choices for them. Absolutely incredible).
I don’t know if Chicago was the innovator of this type of racism, but I do believe it was something created in Northern industrial cities — i.e., the Rust Belt. I suspect it has its seeds in the antebellum North, whose cities had small African-American populations prior to the Civil War and immediately afterwards. I imagine at that time, when blacks comprised maybe less than five percent of, say, Buffalo’s population, it was relatively easy to isolate blacks without necessarily singling them out, as in the Jim Crow South.
But the Great Migration changed everything. The need for industrial labor in the North, and rapidly declining conditions in the Jim Crow South, pushed African-Americans into Northern cities. Once there they encountered competition for jobs and housing from both longtime “nativists” and more recent European immigrants. The ten years from 1910-1920 were fraught with racial conflicts in Northern cities, culminating with the Red Summer of 1919.
But Northern cities did something that Southern ones did not. They sought to limit and stigmatize the places where blacks lived, instead of limiting or stigmatizing the people themselves. Out of this a whole set of policies emerged. Racial covenants. Redlining emerges during the New Deal. Blockbusting came about as a tool to clear room for a growing black population, accelerate suburban expansion, and enrich real estate speculators. Public housing was concentrated where blacks lived, and infrastructure investments ground to a halt. Investments in education fell behind that of suburban schools, or couldn’t keep up with growing social challenges. “Tough-on-crime” measures like mandatory sentencing and the “War on Drugs” were effective in removing potential workers from the workforce, reducing competition. Taken together, these “non-racist” racist policies, often grounded in sound, rational economic thinking, created deeply ingrained patterns within metros that shape them today.
This position is further buffeted by research done by Nancy DiTomaso, a business professor at Rutgers University in New Jersey. In her book, The American Non-Dilemma: Racial Inequality Without Racism, she says this:
“Because whites disproportionately hold jobs with more authority, higher pay, more opportunities for skill development and training, and more links to other jobs, they can benefit from racial inequality without being racists and without discriminating against blacks and other nonwhites. In fact, I argue that the ultimate white privilege is the privilege not to be racist and still benefit from racial inequality.”
There are other strong claims made by DiTomaso in that interview; it (and the book, which I loved) is worth your attention.
In my opinion the practice was perfected in the Rust Belt but has spread everywhere. Milwaukee Journal-Sentinel is doing a series on political segregation in southeastern Wisconsin, and found that its roots are in the state’s residential segregation legacy. Lee Atwater’s famous quote about the abstraction of racial policies, uttered in 1981, possibly signaled to Southern metros that there was a way to accomplish the separation that Jim Crow had earlier provided. I see a correlation between the number of blacks within a metro area, and the impact of insidious policies on residential and job patterns. In some metros, the impact, while there, is not as strong (New York, Boston), because of lower relative numbers of blacks. In some Sun Belt metros, Jim Crow likely enforced similar patterns but subsequent post-War growth and the new policies altered things a little (Atlanta, Charlotte, Nashville). In other Sun Belt metros with more recent growth the numbers of blacks has hardly been enough for full-on “elegant racism” implementation (Phoenix, Las Vegas). But insidious racism is a critical feature of today’s Rust Belt cities.
This is in part why I’m skeptical of new calls from urbanists to increase affordable housing in cities, when I see vast neighborhoods that have suffered from policies that simply removed them from the consciousness of the majority of the housing market. I’d prefer to address yesterday’s mistakes before creating new ones.
Plus, I keep thinking about that saying that the only thing necessary for evil to prosper is for good people to do nothing…
This post originally appeared in Corner Side Yard on May 9, 2014.
Tuesday, March 25th, 2014
[ Following on from Richey's piece last week, Pete Saunders asks how we can create urban revitalization strategies that connect with minorities - Aaron. ]
Cover of the East Garfield Park Quality of Life Plan, prepared by LISC through the New Communities Program. Source: Garfield Park Community Council
How is it that so many of the recent theories or models on effective urban revitalization absolutely fail to connect with minorities, especially African-Americans?
New Urbanists, Smart Growthers, Creative Class supporters and even advocates of the nascent Rust Belt Chic movement are bumping their heads against a low ceiling, trying to figure out how to achieve escape velocity and gain greater acceptance among the general public. General support from the African-American community seems to elude them all.
Let’s look at a few examples. Recently, the New Urbanist-oriented website Better Cities lamented the lack of support it has attained from minority communities for bike lanes and other measures that support pedestrianism and walkability. In Cincinnati last week, mayor-elect John Cranley defeated former mayor Roxanne Qualls by running on a platform to halt construction of the city’s streetcar project – a project supported by Qualls and that enjoyed the support of many urbanists. However, Cranley, a Democrat backed by many Republicans, enjoyed the support of a significant part of the African-American community. In New York, the election of populist Bill de Blasio as Michael Bloomberg’s successor has caused some consternation among corporate-oriented New Yorkers who may wish to continue New York’s Creative Class-style of revitalization.
All in all, this is causing adherents of the various theories and models to reevaluate their inclusiveness. In reality they need to reevaluate their mission, goals and message. If you look at what each theory has to say, it’s pretty clear where they fall short.
New Urbanists, who broadly support the notion that better design can create better communities, have a message that was crafted with the sprawling post-WWII suburbs in mind, and intended for implementation there. New Urbanists get their guidance from the pre-WWII urban development patterns of many of our nation’s cities, but often have little to say about how those cities should move forward today.
Smart Growth supporters may share the design sentiment of New Urbanists, but their focus is often on revisiting the regulatory environment that creates the cities we have. Similar to New Urbanism, Smart Growthers also get inspiration from pre-WWII cities, but have a message designed to appeal to suburban revitalization.
Creative Class advocates come a little closer to addressing the needs of cities. They broadly support the idea that establishing an environment for innovation and creativity in cities can drive urban revitalization. Perhaps, but that message seems to neglect a huge segment of the population of cities that don’t fit the high-education, professional, tech-oriented label at the heart of the Creative Class.
Finally, the new Rust Belt Chic model is gaining notoriety and followers. Supporters of this model believe that authenticity is key to urban revitalization. Cities, particularly Rust Belt cities, are who they are; they will attract new residents who seek an alternative to homogenous suburbia or Sun Belt by becoming better, and often more ironic, versions of themselves.
You can disagree with my characterization of the various models. They’re overly broad, I admit. What’s also overly broad is the role that African-Americans, and in fact other minorities, play in their formation and implementation. How can we have models supporting urban revitalization without really including all members of the urban landscape?
Let’s be real. The reason New Urbanists, Smart Growthers, Creative Classers and Rust Belt Chic-ers are looking into their appeal to minorities to go to the next level is that the Great Recession has changed everything. Prior to the financial crisis none of these models needed minorities to move forward. Whatever you think about the Occupy movement, it exposed growing income inequality in this country, and forced people who care about cities to consider inequality’s impact. Being on the short side of the haves/have nots divide is something that blacks are quite familiar with.
Touting bike lanes, streetcars, tech-led revitalization and amenity-rich areas has meant little to many blacks because they don’t deal with the structural inequities of our cities. Otherwise, the strategies simply seem like so many relocation efforts, reminiscent of urban renewal efforts from a half-century ago. For too long, the New Urbanism, Smart Growth and Creative Class models (Rust Belt Chic gets a pass for now) have all but neglected cities because they believed their strategies would indirectly improve cities – and they steadfastly avoided facing urban challenges directly. Now that more of suburban and exurban America is as structurally alienated as urban minority America has been, they want to reevaluate their message.
Blacks and other minorities have been looking for an urbanist response to the challenges they face. Our communities are plagued by rising violent crime, even as violent crime continues its steep decline at the national, metro and even city scale. Our communities are not only lacking poor physical connections to metro job centers, but poor social connections as well. The divide between challenged inner-city communities and all other parts of a metro area is reinforced by an inadequate educational system.
All our current urbanist models have been neglecting these challenges.
Addressing these challenges requires a social as well as a physical or economic approach. The best model that I’ve come across that unites these three is the comprehensive community development model, or quality-of-life planning. The model can be viewed as an outgrowth of the community development model that got its start in the late 1970s and early 1980s, and has largely been supported by the philanthropic community. Early community development efforts were geared toward alleviating poverty – providing affordable housing, connecting people to job opportunities, and stabilizing community decline. But the model took a leap more than 10 years ago when the Local Initiative Support Corporation (LISC) launched its New Communities Program in 2003, and expanded it to more than 20 cities nationwide. The model seeks to develop neighborhoods through five strategies:
- Expanding investment in housing and other real estate
- Increasing family income and wealth
- Stimulating economic development
- Improving access to quality education
- Supporting healthy environments and lifestyles
The comprehensive community development model has succeeded where implemented, but has largely escaped attention from the general public. Why? It hasn’t exactly gained wide acceptance in political quarters, where politicos feel the spotlight on low-income residents and communities highlights deficiencies in their efforts. CCD is resource-intensive. The model operates in a social realm that few people who focus on physical or economic matters feel comfortable. But I’ve found that the CCD model provides answers to questions that New Urbanists, Smart Growthers and Creative Classers are just now starting to ask themselves.
Since the onset of the Great Recession Richard Florida has talked about this particular time in history being the Great Reset. I agree. Times have changed, and advocates of the earlier models may not fully understand the depths of the changes. However, I’d encourage people to dig a little deeper – there are people who’ve been addressing these challenges – and developing solutions – for some time.
This post originally appeared in Corner Side Yard on November 11, 2013.
Saturday, July 20th, 2013
[ In this post, Detroit native Pete Saunders pulls no punches in assigning the ultimate blame for Detroit's demise. You can read more of his work at his web site Corner Side Yard - Aaron. ]
God, My Father, why has thou forsaken me? All those who were my friends, all have now forsaken me. And he that hate me do now prevail against me, and he whom I cherished, he hath betrayed me.
Lyric excerpts from the Fifth and Fourth and Words, respectively, of the Seven Last Words of Christ orchestral work by Joseph Haydn.
Ever since the announcement late Thursday that the City of Detroit was indeed going to file for Chapter 9 municipal bankruptcy protection, the Internet has been overflowing with commentary on the matter. The commentary has come from all places and taken on by all comers – from the political left and right; from hard news and general interest sources. And all usually with the same scripted and lazy tripe about how Detroit reached its nadir:
- Single-minded dependence on a collapsing auto industry doomed Detroit.
- An inability to diversify economically doomed Detroit.
- Public mismanagement and political corruption doomed Detroit.
- An inability to effectively deal with its racial matters doomed Detroit.
- The dramatic and total loss of its tax base doomed Detroit.
That’s it, people, they seem to reason. The Motor City’s fall from grace is as simple as that. You do the things Detroit did, and you get what Detroit got. You defer decisions just as Detroit did, and you too will suffer the consequences. The speed with which the various articles on Detroit came out proved to me that many writers anticipated the announcement with at least a twinge of glee.
As I’ve written before, Detroit’s narrative serves everyone else as the nation’s whipping boy, and that came through in the last couple of days:
You can find Detroit in Cleveland, St. Louis, Buffalo, Milwaukee, Baltimore and Philadelphia. You can find it in Indianapolis, Minneapolis, Cincinnati, Columbus and Louisville. You can find it in Atlanta, Miami, Houston, Dallas and Phoenix. You can even find it in Las Vegas, Seattle, San Francisco and Portland. And yes, you can definitely find it in New York, Chicago, Los Angeles and Washington, DC. You can find elements of the Detroit Dystopia Meme™ in every major city in the country. Yet Detroit is the only one that owns it and shoulders the burden for all of them.
But let’s leave that aside. I’m pissed because no one seems to acknowledge the central reason Detroit is filing for bankruptcy now. It has endured abandonment – white flight abandonment – on an absolutely epic scale. Before there was auto industry collapse, before there was a lack of economic diversity, before there was mismanagement and corruption, there was abandonment. People skirt and dance around the issue when they talk about the loss of Detroit’s tax base. What Detroit lost was its white people. The chart above illustrates how Detroit’s unique experience when compared to similar cities.
Detroit is what happens when the city is abandoned. And frankly, there is a part of me that views those that abandoned Detroit with the same anger reserved for hit-and-run drivers – they were the cause of the accident, they left the scene of the crime, and they left behind others to clean up the mess and deal with the pain. What’s worse, so many observers seem to want to implicate those left behind – in Detroit’s case a large African-American majority community – for not cleaning up the mess or easing the pain. Their inflicted pain which they’ve made ours.
White abandonment of Detroit did not start with the 1973 election of Coleman Young as mayor, or even the 1967 riots, yet those two events accelerated the process. And indeed, Detroit had a very unique set of circumstances that caused it to veer down a troubled path. The very first piece featured in this blog was about the land use and governing decisions that were made more than one hundred years ago in Detroit that literally set the city’s decline in stone. I identified eight key factors:
- Poor neighborhood identification, or more broadly a poorly developed civic consciousness.
- A housing stock of poor quality, cheap and disposable, particularly outside of the city’s traditional core.
- A poorly developed and maintained public realm.
- A downtown that was allowed to become weak.
- Freeway expansion.
- Lack of or loss of a viable transit network.
- A local government organization type that lacked accountability at the resident/customer level.
- An industrial landscape that was allowed to constrain the city’s core.
Conor Friedersdorf of the Atlantic wrote perhaps one of the best recent articles I saw on Detroit when he acknowledged that even a half-century ago, journalists were predicting a dire future for the D. Take this quote Conor found from The Reporter, published October 31, 1957:
The auto industry created modern Detroit simply as its dormitory and workshop, attracted polyglot millions to it, used it, and now threatens to abandon it. Civic consciousness played little part in the lives of the masses of Irish, German, Poles and Italians who flocked to Detroit in search of a Ford or Dodge or Packard pay check, and who settled there in islands of their own – any more than it played a part in the managements of Ford or Dodge or Packard themselves, or in the crowd of Negroes who also descended upon the city during the boom years of the Second World War… Indeed, it is remarkable that any sense of civic responsibility at all should have been generated in so rootless and transient a community.
What can a city do when it finds its patron industry and its middle class moving out, leaving it a relic of extremes?… But urban deterioration offers at least one advantage. Once a city core has become as run-down as Detroit’s you can start to rebuild fairly cheaply.
Yes, that is from 1957.
The chart at the top of this article was done for an article I did more than a year ago, looking at U.S. Census data for several peer cities over the last seven decennial censuses. In it, I concluded that Detroit’s experience of abandonment was entirely unique:
Between 1950 and 1970, the decline in Detroit’s white population was on the low end of the spectrum of cities on this list, but it was in the ballpark. Prior to 1970, Detroit and St. Louis were the white flight laggards. After 1970, the bottom fell out and Detroit stood alone. While there certainly are economic reasons white residents may have had for moving, this graph may lend credence to the twin theories of Motor City white flight – the 1967 riots and the 1973 election of Mayor Coleman Young.
I’m not trying to persuade anyone of the invalidity of their decision to move from Detroit. There were good reasons and not so good reasons. I’m only trying to describe its impact relative to other cities. And where exactly are those white residents who left over the last 60 years? Certainly many have passed on. Some are currently in the Detroit suburbs or elsewhere in Michigan. Some are part of that great Detroit Diaspora that took them to New York, Washington, Charlotte, Atlanta, Houston, Phoenix, Los Angeles, Seattle and Portland. There are clearly at least 1.5 million reasons why white residents left Detroit.
But the fact is, had Detroit experienced white flight at the same combined rate as the other cities on this list, and not experienced any other changes, there would be nearly 350,000 more white residents today. Maybe 140,000 more households. Maybe more stable neighborhoods.
Can you imagine that? An additional 350,000 residents means Detroit would still be a city with more than one million people. It would likely be viewed in the same way that a Philadelphia or Baltimore is now – challenged but recovering – instead of the urban dystopia it’s widely seen as today. What impact would that have had on the city’s economy? On the metro area’s economy? On the state’s economy? Or simply the city’s national perception?
I’ve mentioned here on several occasions that the reason I chose the planning profession is because I grew up in Detroit during the 1970’s. I looked around and saw a city with an inferiority complex and saw people leaving in droves. My naïve and childish thinking was, “instead of leaving the city, why don’t people stay and work to make it better?”
Silly of me. Abandonment is the American way.
Nonetheless, I view Detroit’s bankruptcy announcement positively. It acknowledges that its troubles are far deeper than most realize. It can be the springboard for fiscal recovery, a re-imagining of the city and an actual and complete revitalization. Detroit indeed is in uncharted waters, and its abandonment means that in many respects it could be viewed as a frontier city once again. I would not be surprised if, after restructuring and reorganization, after recapturing its innovative spirit, the city could see growth almost like it did at the beginning of the twentieth century, mimicking what, say, Las Vegas has done for the last 40 years. Even at this dark moment, Detroit has assets that are the envy of other cities.
But let no one forget that it is abandonment that brought Detroit to this point.
This post originally appeared in Corner Side Yard on July 20, 2013.
Tuesday, May 21st, 2013
[ Here's another nice entry from Pete Saunders, a Chicago urban planner. If you haven't checked his stuff out before, be sure to pay a visit to his blog Corner Side Yard - Aaron. ]
Most Americans take it as an article of faith that there’s a strong connection and relationship between the major cities of the East and West coasts. Indeed, there may be 3,000 miles separating New York from Los Angeles, or San Francisco from Washington, but psychologically the cities each seem to be more connected to each other than, say, Dallas to New York or Atlanta to San Francisco. Of course, in the minds of the coastal crowd, the rest of the nation has become “flyover” country. That wasn’t always the case. How exactly did that happen?
Lots of factors helped to develop America’s west coast. Certainly the pioneer spirit that initially brought settlers west led to a strong sense of individualism and entrepreneurism that pushed development forward. The allure of the weather brought many transplants west. But I think the West Coast benefitted much more from the kinds of connections identified by Jim Russell at Burgh Diaspora (and now at Pacific Standard) – the West Coast had an effective talent attraction strategy, created strong bonds with the East Coast, and never let them go. It’s a lesson that the shrinking cities of the Rust Belt should heed and practice.
I’m no historian, nor am I the ultimate authority on the development of cities. But it’s clear West Coast cities did some things that Rust Belt cities did not. As we all know, the settlement of California was kicked off with the Gold Rush of 1849. Prior to that California was a sparsely-settled former Mexican territory with no physical or institutional infrastructure. The Gold Rush propelled Eastern financiers to provide the money to develop San Francisco as the financial center that would open up the west, and give it the physical and institutional resources to deliver its goods to the rest of the nation. San Francisco never relinquished those ties.
Further south, Los Angeles used its fabulous and consistent weather as a means to attract parts of a budding film industry previously based on the East Coast. The growth of the film industry ultimately led to the growth of the media industry in Southern California, and voila – the economic underpinnings of a major metropolis are established. Like San Francisco, LA never relinquished those ties. (Side note: I don’t think you can understate the importance of the Rose Bowl in luring Midwesterners in particular to Southern California. The “Granddaddy of Them All”, started in 1902, annually brought the Big Ten’s best and brightest for a few weeks of sun and fun in winter. The strategy paid off.)
The lesson here for the Rust Belt is talent attraction, and maintaining the connections over time. San Francisco was able to parlay its Eastern financial connections into the development of a strong financial center, which later served as the financial apparatus for the tech industry. Los Angeles was able to do the same with the film industry and media, and it could be argued that the city’s ties to Midwestern interests led to the growth of the defense industry there.
As for the Rust Belt? It seems that what sets it apart from the West Coast is that it remained content to be the industrial hearth of the nation, instead of seeking other avenues to leverage its advantages for even more growth. That, and the fact that West Coast cities understood the importance of maintaining strong connections with East Coast partners, and East Coast cities understood the financial upside – for their own cities – of staying close to those on the West Coast. Can the Rust Belt do the same?
This post originally appeared in Corner Side Yard on May 3, 2013.
Tuesday, November 13th, 2012
[ Pete Saunders has another great article for us on Detroit. Don't forget to check out his blog - Aaron. ]
The “Detroit” we’ve all come to love — and expect
Every so often, Detroit seems to pop up in our popular consciousness in a negative way. Ever since the ’67 riots, a steady stream of bad press has altered the national perception of the Motor City. Right now the city’s efforts to prevent state takeover because of its fiscal problems seems to shape discussion about Detroit. The most recent demonstration of this is the State of Michigan’s proposal to make Detroit’s Belle Isle Park, the jewel of the city’s park system, into a state park through an extended lease agreement.
But I’ve had a rather counterintuitive thought for some time – Detroit is our nation’s urban “boogeyman”, our poster child for urban decline, and we are the ones who prevent the city’s revitalization because we won’t let that image go. America needs Detroit to be our national whipping boy.
Whipping boys came into prevalence in 15th Century England. I think Wikipedia’s entry on the subject captures it well:
They were created because of the idea of the divine right of kings, which stated that kings were appointed by God, and implied that no one but the king was worthy of punishing the king’s son. Since the king was rarely around to punish his son when necessary, tutors to the young prince found it extremely difficult to enforce rules or learning.
Whipping boys were generally of high status, and were educated with the prince from birth. Because the prince and whipping boy grew up together they usually formed a strong emotional bond, especially since the prince usually did not have playmates as other children would have had. The strong bond that developed between a prince and his whipping boy dramatically increased the effectiveness of using a whipping boy as a form of punishment for a prince. The idea of
the whipping boys was that seeing a friend being whipped or beaten for
something that he had done wrong would be likely to ensure that the prince
would not make the same mistake again (emphasis added).
If that doesn’t accurately describe Detroit’s position in our nation’s collective conscience, I don’t know what does.
I grew up in Detroit. Like so many others, I’ve long since moved away (been gone for 30 years), but I occasionally come back to visit family. I left the city as a teen, but I remain an avid fan of the city’s sports teams. I regularly read about events and happenings in the city via the Internet. And, if given a chance, I could still navigate pretty easily throughout the city. I heartily root for the city’s revitalization.
I sincerely believe that growing up in 1970s Detroit contributed to my ultimate career path. As a kid, I remember news reports of people leaving the city for the suburbs or any number of Sun Belt cities – Houston, Dallas, Atlanta, Phoenix. I remember reports of arson fires to abandoned buildings. I remember Mayor Coleman Young taking such a defiant political stance on most issues that he may have urged (if not necessarily directly so) continued “white flight” and suburban expansion. And, of course, I remember the tag that dug deep – “Murder Capital of the World”. That kind of environment might prompt – did prompt – many people to just give up on cities in general and Detroit in particular, but I always had the vague notion that someone should stick around and try to make the city better. I was first exposed to the field of urban planning during an eighth-grade career fair, and I later made it my career choice.
It was clear, however, that most people did not react to Detroit’s decline as I did. The city’s decline allowed it to be pushed into the recesses of the American mindscape. It was only to be recalled as a foreboding reminder of the evils of cities.
In my mind, four films from the last fifteen years seem to capture the general national image of Detroit and continue to shape our perceptions. The 1997 film Gridlock’d features Tupac Shakur and Tim Roth as heroin addicts traversing a bleak urban environment, trying without success to get the help they need to drop the habit. The much more celebrated 2002 Eminem film 8 Mile takes place in the same stark physical environment and details the visceral world of MC battling. The 2005 film Four Brothers covers yet again the same desolate setting as four adopted young men seek to avenge the senseless murder of their mother. And 2008’s Gran Torino, featuring Clint Eastwood, put a different spin on the meme by putting an elderly white widower into the same gritty landscape, full of resentment toward the people around him who represent the city’s demise.
Of course, we don’t need films to tell us what to think about Detroit. Journalists, business leaders, artists, and others are more than happy to report on a physical environment that is a gray and gritty, post-industrial collection of smokestacks, abandoned buildings. Everyone knows that Detroit is a city with huge swaths of vacant land and substandard housing. Time Magazine famously purchased a house in Detroit to provide a launching pad for reporters to chronicle the city’s collapse. On more than one occasion I’ve heard people suggest that Detroit is undergoing a “slow-motion Hurricane Katrina”. The image of the city’s people is one of, at best, ordinary blue-collar, hockey-loving, working-class slugs, holding on but facing inevitable economic obsolescence because of an inability to compete in today’s bottom-line global economy. At worst, they are poorly educated and isolated miscreants who relish burning buildings every October 30th (“Devil’s Night”), and causing mayhem when one of the local sports teams actually wins a championship.
There are aspects of this in virtually every large city in America. You can find Detroit in Cleveland, St. Louis, Buffalo, Milwaukee, Baltimore and Philadelphia. You can find it in Indianapolis, Minneapolis, Cincinnati, Columbus and Louisville. You can find it in Atlanta, Miami, Houston, Dallas and Phoenix. You can find it in Las Vegas, Seattle, San Francisco and Portland. And yes, you can definitely find it in New York, Chicago, Los Angeles and Washington, DC. You can find elements of the Detroit Dystopia Meme ™ in every major city in the country. Yet Detroit is the only one that owns it and shoulders the burden for all of them.
Why is Detroit our national whipping boy?
The image of Detroit serves as a constant reminder to cities of what not to become. This is the real Boogeyman syndrome right here. City leaders around the nation can always refer to Detroit as the quintessential urban dystopia, invoking images of crime and crumbling
infrastructure. By doing this they can garner support for (or just as likely, against) a local project, because if this project does or doesn’t happen, you know what could happen to our fair city? We could become like Detroit!
The image of Detroit allows the rest of the nation’s cities to avoid facing their own issues – urban and suburban. As long as Detroit’s negative image remains prominent in people’s minds, they can forget about trying to improve what may be just as bad, or even worse, in their own communities. I remember visiting Las Vegas about twelve years ago, and was astounded by the amount of homelessness I saw, away from the Strip. No one immediately associates homelessness with Las Vegas, but such an issue would be completely understandable for discussion to the average guy when talking about Detroit. Cities like Miami and New Orleans have long histories of high crime rates, but that perception rarely registers like Detroit’s because they have other assets like South Beaches and French Quarters to mitigate it. Cities like Memphis and Baltimore have a violent crime profile similar to Detroit’s, but they fail to excite in the way Detroit does.
The image of Detroit allows the rest of the nation to maintain a smug arrogance and sense of superiority. I imagine a nation pointing its collective finger at Detroit and saying its situation is the result of its own bad decisions. Shame on Detroit, they say, for going all in on auto manufacturing. Shame on Detroit for aligning itself so closely with labor unions. Or the Big Three. Shame on Detroit for not dealing with its racial matters. Shame on Detroit for its political failures and corruption. And I imagine this being said without the slightest bit of irony by the American people. We are not you, they say, because we made better choices. But the truth is dozens of cities made the same choices but escaped a similar impact, or had other physical or economic assets that could conceal the negatives. This is a conceit that prevents not only Detroit’s revitalization, but that of former industrial cities around the nation.
Detroit needs a reprieve. It needs a second chance. Motown needs our nation to let go of its past and allow it to move on into the future. There are millions of people who have had troubled lives in the past, but do we continually hold that against them? There are corporations that betray the public trust, but we go back to buying their products. There are Hollywood actors who make atrocious movies, but we go back to see their latest flick. There are politicians who’ve been disgraced out of office, and even they are able to come back. Detroit needs to be allowed to move into its next act.
More importantly, we must recognize that Detroit’s story is not unique. It is the story of every American former industrial city, just writ large. America is the land of second chances – we need to let go of our “at-least-we’re-not-Detroit” smugness and support this city. Detroit has paid its dues, and it is long past time for the city to cash in.
By allowing Detroit to move on, we’ll find that it will free up other communities across the nation to actually focus on their own problems. There’s a checklist of activities that require urban leadership. Dealing with foreclosures. Crushing income inequality and economic disparities. Mind-numbing traffic congestion on our roads. Crumbling infrastructure. Unsustainable sprawl development. The impact of global climate change on water availability in the Sun Belt. That represents just the tip of the iceberg. Certainly, other cities certainly have their fair share of problems.
But I look at Detroit like this. To paraphrase Frank Sinatra in his song “New York, New York” – if it can be fixed there, it can be fixed anywhere.
This post originally appeared in Corner Side Yard on October 16, 2012.
Tuesday, June 26th, 2012
[ Pete Saunders is an urban planner, and an articulate and insightful writer on cities. He also happens to be black. The writings on his blog Corner Side Yard are a mix of great thoughts on general urbanism, and some of the applications to the black urban experience. In the piece below, Saunders asks where the black participation is in the urbanism movement today. Definitely check out his blog where he has some subsequent installments that flesh out his thoughts on the matter - Aaron. ]
African Americans have been perhaps the most urban of American populations for the last half century. With the formation of the Great Migration between 1910 and 1930, and the Second Great Migration between 1940 and 1970, blacks moved from the rural South to urban areas throughout the country – primarily in the Northeast and Midwest. Today, many blacks are leaving Northern locales and returning to Southern spots, but they are firmly remaining
As a result of this transition, African Americans have had a profound impact within the communities they’ve moved to. According to the 2010 U.S. Census, blacks are the majority demographic in 19 of the nation’s 273 cities with more than 100,000 residents, and are between 25 and 50 percent in another 36 cities. Taken to a metropolitan scale, blacks exceed
the 13.6% national proportion of population in eight of the ten largest metropolitan areas, with blacks making up 32.4% of metro Atlanta’s residents, 25.8% of metro DC, and 21.0% of metro Miami. Clearly, blacks have left a significant imprint on America’s cities.
So where are the black urbanists?
Don’t get me wrong. There are plenty of black elected officials who represent cities and advocate for policies and strategies that will improve them. There are plenty of black activists who passionately speak on matters such as crime, poverty, income inequality, affordable housing, and other special interests that are often perceived as strictly urban issues. And there are many black entrepreneurs who grew up in cities and make an effort to incorporate some semblance of urban policy into their corporate work.
But there is a dire lack of a black voice and perspective in the traditional channels of urbanist dialogue.
When I think of urbanists, I think of two distinct groups of people. The first group consists of intellectual types who are mostly interested in developing ideas to improve the urban form. They often have rather abstract views of cities, and focus on design as the key mover of an improved urban form. They are big proponents of things like walkability, transit use, denser development, and the like.
The second group is often less intellectually-oriented in their approach, but has a laser focus on a special interest they advocate. This group is made up of bike advocates, transit supporters, urban agriculture activists, and other urban special interests. They are also big proponents of walkability, transit use, and denser development, but they strongly feel that getting there means increased bike usage along dedicated bike networks, or heavy- and light-rail transit, or converting vacant land to agricultural use.
In either case, the groups are almost exclusively white.
This has implications on general public views about cities. As mentioned by Aaron Renn (the Urbanophile) nearly three years ago in an article he wrote for New Geography entitled “The White City,” the cities that many hold up as exemplary models for urban development have very few black residents. The usual suspects for progressive cities, like Portland, Seattle, Minneapolis, Austin and Denver, not only have small African American populations, but have not been burdened by racial tensions in the way that so many other American cities have.
About three years ago the website Planetizen developed a list of the top 100 urban thinkers. All the names were nominated and voted on by website visitors. Unsurprisingly, there is not a single African American on the list (from my recollection there are only about five that are under the age of 50, but that’s for another discussion). Surely there is some insight that some blacks have gained through our urban experience that would get us considered for this list. Why has that not happened? Is there a black Jane Jacobs? Is there a black Andres Duany? Lewis Mumford? Edmund Bacon? William Whyte? Richard Florida? James Howard Kunstler? If not, why not?
Admittedly, most of the top urban thinkers come from the fields that, you know, deal with the urban form, and there has long been a lack of black participation among those disciplines. Urbanists tend to be academics, writers and journalists, architects and designers, and of course planners (although it’s been my experience that there are fewer planners who are passionate about cities than one might think). Particularly in the case of academics, architects and planners, urbanists tend to come from highly educated professions, and there simply aren’t high numbers of blacks in those fields.
While they might not be considered urbanists in the thinker/intellectual sense, there are high-profile blacks who work to improve the urban form. Mitchell Silver, chief planning officer for the City of Raleigh, North Carolina, is President of the American Planning Association. He’s been in a position to utilize his several years of experience working in New York City to make some positive changes in Raleigh. And there’s Toni Griffin, professor of architecture at the City College of New York, former director of community development for the City of Newark, New Jersey, and private practitioner who has conducted high-profile planning work in Newark and Detroit. Admittedly, the reason that I know of them is because I’ve had the opportunity to (briefly) work directly with them through the course of my career; there could be many others who are just as accomplished that I’ve never heard of.
Simply by Googling “black urbanist”, I came across Kristin Jeffers, a recent graduate of the University of North Carolina-Greensboro with an MPA in Community and Economic Development who blogs at theblackurbanist.com. She’s been doing the blogging for more than a year and I applaud her for her passion and her efforts. However, it’s a bit much to expect her to have much prominence so early in her career.
I think there are reasons why few if any blacks have emerged as spokespersons for cities on a large scale in America:
The almost pervasive opinion for decades that “urban = bad”. This opinion is one that has plagued American cities forever, but gained steam after World War II. Our cities were seen to be filled with “slums” and “ghettos”, and while there were many places that were in poor condition, there were places that were vibrant, dynamic and very livable.
The devastation of African American neighborhoods through urban renewal began only shortly after they were able to gain a foothold. Witness a couple examples below:
These markers are for Paradise Valley in Detroit, and Indiana Avenue in Indianapolis. Both were vibrant neighborhoods that were devastated by freeway construction and urban renewal in the 1950s and ‘60s. Now all that remains are signs of their earlier vitality. This same tragedy occurred throughout the country.
The impact of white flight. It seems there is general acknowledgement about the economic impact of white flight but little recognition of the social impact. One often overlooked impact is that many intact city neighborhoods, with longstanding histories, transitioned so quickly and completely from white to black that there was no effective transfer of neighborhood knowledge that would provide a foundation for new black residents. When white residents left they not only relocated their homes and businesses, but their institutions and social networks. Struggling new black residents were often unable to bridge that gap.
Gentrification and the new notion that “new urban = white”. I mentioned earlier that one group of urbanist is the type that advocates and supports things like transit, biking, mixed-use development, open space and trail networks, and other amenities that can make urban life more vibrant. Unfortunately many of these amenities have developed a “white” identity in the minds of many blacks, often being identified as the “things white people like” in their cities. You’ll often hear of this from community activist types whose major thrust has been to focus on the crime and poverty issues that plague so many of our urban neighborhoods, and simply see bikes/transit/parks/mixed-use as the tools that will be used to displace them.
A FUBU (for us, by us) mentality put forth in urban neighborhoods, when collaboration is key to community revitalization. Related to the above point, there is huge desire by many community activist types to revitalize neighborhoods on strictly African American terms. Improve conditions, they say, and the black middle class will jump at the chance to move back to the community they grew up in. There is quite a bit of truth to that, but in most cities the black middle class is not large enough to support the revitalization of entire sections of cities. Activists will have to realize that revitalization will happen only when you include groups beyond your own.
If there’s going to be real and long-lasting revitalization in America’s heavily black urban neighborhoods, the elected officials and community activists who represent them are going to have to shift their priorities. They will have to let go of their visions of neighborhood past and start thinking of a new community paradigm – one that may not be exclusively African American. They must move away from the debilitating notion that they want enough of the new amenities to serve the needs of current residents, but no so much that they are eventually displaced. They must join hands with the numerous groups that are engaged in improving cities, recognize them as allies and stop thinking of them as the urban enemy.
If our communities are to be saved our leaders must embrace new thinking around cities.
This post originally appeared in Corner Side Yard on May 21, 2012.
Tuesday, May 1st, 2012
[ You may remember Pete Saunders from his piece on the reasons behind Detroit's behind. I've long found Pete's insights provocative. I'm glad to report he is now blogging himself on his own blog called "The Corner Side Yard." Today he graciously shares another Detroit piece for us here, this time a review of Scott Martelle's new book, "Detroit: A Biography" - Aaron. ]
When I first got my review copy of Detroit: A Biography by Scott Martelle, I did the unthinkable: I started by reading the epilogue. I wanted to know right from the start where the author stood on the future of Detroit. Did his research suggest that revitalization is approaching, or even possible? Admittedly, my first reading of the epilogue seemed to be a repudiation of Detroit, that the city’s legacy has condemned it to failure.
Such is the defensive posture of a native Detroiter.
Reading the book from start to finish is an entirely different experience. Martelle constructs a well-detailed and finely crafted narrative of Detroit’s history, from its founding as a French outpost in 1701 to the present day (although Martelle glosses over much of the last decade or so, likely believing that the city’s die had been sufficiently cast). The book reads a lot like Detroit’s history – slow yet building over the city’s first two centuries; fast-paced and chaotic after the introduction and rapid growth of the auto industry; slower-paced, exasperated yet reflective as decline sets in. The historical narrative is interspersed with chapter interviews of native Detroiters who offer their insight on the past, present and future of the city. Martelle brings liveliness to the narrative, and his meticulous research is evident. It truly is a biography.
Detroit’s early history was really no different from its Great Lakes peers of Buffalo, Cleveland and Milwaukee, which all had varying degrees of French settlement, British rule and American growth. There is a lot of discussion about the French role in the creation of development patterns in Detroit – the ribbon farms – that led to a highly privatized riverfront. Once the French were gone and the British took over, there is similarly a lot of discussion about the contemptuous and oftentimes violent ways the British military elected to engage southeast Michigan’s Native Americans. The French and British did more to shape Detroit’s character than most realize.
Detroit, like the others, transitioned from regional trading center specializing in iron ore and lumber, to becoming a craftsman’s heaven building horse carriages, stoves and other metalworks. Interestingly, the author notes that late 19th and early 20th century Detroit was known as a top cigar-producing center. Who knew? But the number of skilled workers in the carriage-building and metalworks industries set the stage for the development of the “horseless carriage” industry in Detroit.
Of course, the singular power behind the founding and growth of the auto industry in Detroit is Henry Ford. Martelle is quick to make the well-known point that Ford did not invent the automobile; there were a number of “tinkerers” around the world, even others in Michigan. But he was in a position to take advantage of the local capital and skilled workforce to get the Ford Motor Company off the ground.
Martelle also alludes to the fact that as Ford the company grew, Ford the man’s flaws took root as pathologies to Detroit’s character. Ford’s aggressive business policies were well known and emulated; his racist, anti-Semitic and anti-Catholic leanings are acknowledged; his staunch anti-union sentiments led to bloody battles between the company and workers; his unwillingness to leave lasting institutions in Detroit, like an Andrew Carnegie in Pittsburgh, set the template for other Detroit industrialists.
The author paints a picture of Detroit breezing through the first third of the 20th century as the Silicon Valley of its time. Most people likely believed that economic growth alone would solve whatever underlying problems may exist, and there were many. Tensions grew as southern and eastern European immigrants competed for assembly line jobs with longer-established Scotch-Irish and German immigrants. Tensions further grew as African-American migrants moved up from the South for jobs, particularly during and after World War I.
Job competition intensified as the Great Depression emerged, and the rigid but informal segregation patterns in the city led to housing competition as well. The boiling tensions made Depression-era Detroit one of the most brutal places to be in America. The tremendous population growth of the previous decades was not supported by similar housing growth in Detroit, which made the city’s Depression housing shortage one of the most acute in the nation. The collapse of the auto industry at the same time made Detroit’s unemployment the worst in the nation. And the union battles of the time made the labor situation one of the most contentious in the nation.
This was Detroit’s second critical moment, after the explosive growth of the auto industry. City leaders and industrialists elected to let the economy sort out the city’s growing pains when things went well, and they again elected to let the economy do its thing as the city faced its first existential crisis. They were right – in the short term. Detroit emerged as the “Arsenal of Democracy” that built the armory that saved America and Europe. However, the lack of action by city leaders and industrialists had long term impacts that became evident after World War II.
It is at this point in the book that a fascinating set of what-ifs are implied by the author:
• What if there had been better early cooperation between the auto industry and unions?
• What if the industrialists like Ford had established enduring local institutions?
• What if the housing and overcrowding issues had been dealt with differently?
• What if Detroiters had had local representation (i.e., wards or districts) that could have represented the wishes of diverse residents and forestalled or diffused tensions?
• What if Detroit had become a defense contracting center that could’ve led post- World War II growth?
Unfortunately, Detroit’s leaders did not appear to be asking themselves these questions at the time.
Martelle then argues that Detroit’s path after 1950 is one of social and economic decline. Detroit becomes the epicenter of a Supreme Court legal battle on housing racial covenants; efforts by white residents to violently intimidate blacks from moving into all-white neighborhoods become commonplace. White flight has its start in Detroit well before it does in other major cities. The Auto Big Three (Ford, General Motors and Chrysler) decide to control more of the manufacturing process themselves and put the squeeze on auto parts suppliers. They begin to shift manufacturing jobs first to the suburbs, then to the South, then out of the country. Finally, the riot of 1967 begins to solidify the image of Detroit as being out of control.
The author is clear about the challenges that face Detroit today. Racial animosity and mistrust, usually couched in city vs. suburbs terms, is at a level virtually unmatched in the nation. Coleman Young, Detroit’s first black mayor, is often viewed as the wedge that widened the divide between white and black in Detroit. However, Martelle portrays him as someone who wanted Detroiters to directly confront its racial legacy, but was still nurturing the resentments of his segregated upbringing. Meanwhile, he paints many whites as believing that past indignities experienced by blacks are indeed past, and are resentful of the management of the city after they left it. But who can manage a city when jobs and middle class residents flee?
I read the epilogue again after reading the rest of the book. The second time around it read like a lament, a cry of sorrow and anguish for the city that gave us not only the automobile, but the idea of a stable middle class. Martelle clearly demonstrates that Detroit was uniquely impacted by national and global trends and policies, and that any city established in the same fashion would have suffered the same fate. Sadly, however, he says that the nation has left Detroit behind, and wonders if the nation will ever repay the debt it owes to the Motor City.